Académique Documents
Professionnel Documents
Culture Documents
29 August 2002
Page
3
113
165
Page 1
TRAINING NOTES
FOREWORD
UNCONTROLLED COPY
This document is issued on the express condition that any part or all of its contents shall not by way of trade or
otherwise, be lent, re-sold, hired out or otherwise circulated to any other party and/or Company without prior written
permission of QANTAS Airways Ltd.
HORIZONTAL STABILIZER
Table of Contents
Subchapter
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STABILIZER TRIM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STCM HYDRAULIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STABILIZER TRIM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ALTERNATE ELECTRIC MODE - VH-OGE AND ON . . . . . . . . . . . . . . . . . . . . . . . . . .
STANDBY MANUAL MODE - VH-EAJ TO OGD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STABILIZER TRIM FAULT INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STABILIZER TRAVEL LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STABILIZER POSITION INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page
5
19
31
39
61
65
75
89
95
107
INTENTIONALLY BLANK
INTRODUCTION
M00081D5.PST
PITCH
AXIS
HORIZONTAL
STABILIZER
62741AQA
Control
Control inputs are from three sources, manual electric trim switches
on the pilots wheels, alternate electric trim switches (or standby
manual levers) on the quadrant stand and from the FCCs. Two inputs
are directed to two stabilizer trim and aileron lockout modules
(SAM). The third input goes directly to the stabilizer trim control
modules (STCM).
Operation
Manual control inputs from the pilot or autotrim inputs from the
FCC to SAM result in trim outputs to both STCMs. These units
control the operation of the ballscrew actuator that results in
movement of the stabilizer. The trim range is between 0 units and
14.2 units in the airplane UP direction. When the stabilizer is at 2
units it is in the neutral position. A safe takeoff (green band) range is
provided.
M000821C.PST
HYDRAULIC
POWER
C SYS
ALTERNATE
ELECTRIC
TRIM
SWITCHES
1
ALTERNATE ELECTRIC TRIM CONTROL
MANUAL
ELECTRIC
TRIM
SWITCHES
ELECTRIC
TRIM CONTROL
SAM R
STCM R
STAB
BALLSCREW
ACTUATOR
ASSEMBLY
HYDRAULIC
POWER
L SYS
ADC
(2)
ELECTRIC
TRIM CONTROL
FCC
(3)
SAM L
VH-OGE OND ON
PRIOR TO VH-OGE MANUAL LEVER AND
CABLES USED FOR ALTERNATE TRIM
TRIM
RANGE
STABILIZER
STCM L
G62741AV
Pitch trim of the airplane occurs when the stabilizer is moved leading
edge up or down. Hydraulic power drives a ballscrew attached to the
stabilizer centre section front spar, which causes it to rotate about aft
hinges that are connected to fuselage structure.
These modules get signals from the pilot, flight control computer
(FCC) and air data computer (ADC). Using these inputs they control
all modes of stabilizer operation except for alternate electric trim (or
standby manual trim). In this mode control is sent directly to the
STCMs.
Power is supplied from the left and centre hydraulic systems to two
stabilizer trim control modules (STCM). Flow from these modules to
two hydraulic motors is controlled by electrical inputs. Airspeed
changes sensed by a elevator feel computer will modify trim rate.
Operation
Control
Manual Control
The pilot can make control inputs from switches on the control
wheel (manual electric trim), or by moving switches on the control
stand (alternate electric trim). Levers on earlier aircraft (standby
manual trim).
Autoflight Control
When one or more flight control computers (FCC) are selected on,
signals are sent to a stabilizer trim and aileron lockout module
(SAM). Under certain conditions this module also provides mach
trim control.
The shut off valves are open when hydraulic cutout switches on the
control stand are in the normal position.
The control and arm solenoid valves are energized by pilot or
autoflight inputs. The rate control valve position is changed by the
elevator feel computer as airspeed changes.
M0014025.PST
ALTERNATE OPERATION
FAULT INHIBIT
ARM
CONTROL
HYDR
POWER
C SYS
ADC R
STAB
TRIM
ELEVATOR
FEEL
COMPUTER
UNSCHED
STAB TRIM
P5 PANEL
CONTROL
ARM
SAM R
ELEVATOR
COLUMNS
HYDR
POWER
L SYS
MANUAL
ELECTRIC
TRIM
COMMANDS
RIGHT
FCC C
TO FCC
& SAM
CENTER
LEFT
FSPM (3)
P 50
FCC L
ARM
CONTROL
MANUAL
ELECTRIC
TRIM
AUTO
TRIM
TRIM ARM
SIGNAL
CUTOFF
SWITCHES
ELEVATOR
COLUMNS
ADC L
MECHANICAL
ELECTRICAL
HYDRAULIC
DATA BUS
LIMIT
SWITCHES
1
POSITION
XMTRS
L
ALTERNATE OPERATION
FAULT INHIBIT
SHUTOFF
VALVE
RATE
CONTROL
VALVE
CONTROL
SOL
VALVES
MACH
TRIM
SAM L
STCM R
HYDR
MOTOR
AND
BRAKE
LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULES (3)
ARM
SOL
VALVES
HYDR
MOTOR
AND
BRAKE
BALLSCREW
BALLSCREW
ACTUATOR
ASSEMBLY
STABILIZER
STCM L
62741ADA
(Continued)
Autoflight Trim
FCC auto stabilizer trim signals are sent to one SAM. The control
and arm outputs that result use the same path as described under
manual electric trim.
Fault Indication
SAM circuits sense faults that are displayed on EICAS. They are
UNSCHED STAB TRIM (B level) and STAB TRIM (C level) .
If the pilot or FCC is not making a trim input, mach trim circuits in
the SAM will control trim operation using ADC inputs.
Trim rate in these modes is half of maximum as only one STCM is
controlling one hydraulic motor/brake combination.
Autoland mode with multi-channel engage of the autopilot can
operate at dual motor rate if required.
M0014025.PST
ALTERNATE OPERATION
FAULT INHIBIT
ARM
CONTROL
HYDR
POWER
C SYS
ADC R
STAB
TRIM
ELEVATOR
FEEL
COMPUTER
UNSCHED
STAB TRIM
P5 PANEL
CONTROL
ARM
SAM R
ELEVATOR
COLUMNS
HYDR
POWER
L SYS
MANUAL
ELECTRIC
TRIM
COMMANDS
RIGHT
FCC C
TO FCC
& SAM
CENTER
LEFT
FSPM (3)
P 50
FCC L
ARM
CONTROL
MANUAL
ELECTRIC
TRIM
AUTO
TRIM
TRIM ARM
SIGNAL
CUTOFF
SWITCHES
LIMIT
SWITCHES
ELEVATOR
COLUMNS
ADC L
MECHANICAL
ELECTRICAL
HYDRAULIC
DATA BUS
POSITION
XMTRS
L
LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULES (3)
ALTERNATE OPERATION
FAULT INHIBIT
SHUTOFF
VALVE
RATE
CONTROL
VALVE
CONTROL
SOL
VALVES
MACH
TRIM
SAM L
STCM R
HYDR
MOTOR
AND
BRAKE
ARM
SOL
VALVES
HYDR
MOTOR
AND
BRAKE
BALLSCREW
BALLSCREW
ACTUATOR
ASSEMBLY
STABILIZER
STCM L
62741ADA
(Continued)
Flight Compartment
M0008239.PST
PILOTS OVERHEAD
PANEL (P5)
ANNUNCIATOR
PANEL
STANDBY MANUAL
TRIM LEVERS
1
EICAS DISPLAY
MANUAL ELECTRIC
TRIM SWITCHES
MAIN EQUIPMENT CENTER
CONTROL COLUMN
CUTOUT SWITCHES
(UNDER FLOOR ON
CAPT AND F/O
CONTROL COLUMN)
MANUAL ELECTRIC
TRIM SWITCHES
ALTERNATE ELECTRIC
TRIM SWITCHES
HYDRAULIC
CUTOUT
SWITCHES
R SAM
(E2-1)
L SAM
(E1-1)
STABILIZER TRIM
CONTROL MODULES (STCM)
POSITION
INDICATOR
POSITION
INDICATOR
STABILIZER
PIVOT POINT
HYDRAULIC
BRAKES (2)
P50
STABILIZER
CENTER SECTION
FWD
MAIN EQUIP
CTR ACCESS,
119AL
BALLSCREW
ACTUATOR
ASSEMBLY
HYDRAULIC
MOTORS (2)
FSPM
(TYP)
1
ELECTRICAL
CONNECTOR
(TYP)
G62741AZ
Position Indication
A tape type stabilizer position indicaton, in units of trim, is located
on each side of the control stand (P10). The indicators show the
stabilizer position. A green band on the indicator identifies the
stabilizer safe takeoff range.
ENTRY
DOORSa
CAPT
PITOT
L AUX
PITOT
EMER
DOORSa
R AUX
PITOT
STAB
TRIM a
UNSCHED
STAB TRIM
BODY
VANE
FO
PITOT
CARGO
DOORSa
L AOA
L TAT
a
SPOILERS
AUTO
SPDBRK a
MAN
PERF
APU
TEST
CONF
MCDP
REC
ERASE
ENG
EXCD
AIL
LOCK
R ENG
PROBE
EVENT
READ
ANTISKID
L ENG
PROBE
ELEC
HYD
R TAT
RUDDER
RATIO a
ECS
MSG
R AOA
a
EICAS MAINT
DISPLAY SELECT
AUTO
ACCESS
DOORS a
CANCEL
RECALL
FSPM/
SPM
ADC
STCM
COL TRIM SW
MAN LEVER SW
AIR-GND RELAY
HYD PRESS SW
STAB TRIM
SAM
RESET
767
INTERFACING LRUS
R
P1-3
757
STABILIZER POSITION
INDICATORS (P10)
62741CBA
INTENTIONALLY BLANK
g62741cb
Location
There are two identical SAMs located in the main equipment centre.
One is in the left CSEU and the other is in the right CSEU. The
modules are interchangeable.
Operation
Electric inputs to the SAM circuits are made by the pilots and the
FCCs.
Outputs from the SAMs go to the stabilizer trim circuits.
Maintenance Practices
SAM cards are not line replaceable ( LRU s). If an internal
malfunction occurs, the module is removed and replaced. Fault ball
indications are covered later in the course.
M00085EA.PST
RIGHT CSEU
(E2-1)
LEFT CSEU
(E1-1)
ARRANGEMENT OF MODULES
IN EACH CSEU - (FACING AFT)
FCC
ADC
COL TRIM SW
FSPM/
SPM
STCM
AIR-GND RELAY
HYD PRESS SW
INTERFACING LRUS
MAN LEVER SW
SAM
767/
757
RESET
FWD
MAIN EQUIPMENT CENTER
________________________
L AND R SAM
62741BQA
Maintenance Practices
The switches may be replaced without removing the control wheel
by removing 2 screws on the back of each switch and 1 screw on the
medallion plate; then using a special insertion/extraction tool, remove
the 5 color coded wires from the connector and remove the switch.
M000825F.PST
STABILIZER TRIM
CONTROL WHEEL SWITCHES
STABILIZER TRIM
CONTROL WHEEL SWITCHES
SCREW
(2 PLACES)
CONNECTOR
(5 PLACES)
CONTROL
WHEEL HANDLE
MEDALLION
SCREW
62741ARA
Adjustment/Rigging
The stabilizer trim system and then the elevator system must be
rigged prior to switch adjustment.
Each switch has an actuation bolt. A stop bolt ensures switch closure
and the switch actuation bolt ensures switch opening at the proper
control column displacement angle.
M0008287.PST
RIGHT
COLUMN
ELEVATOR
TORQUE TUBE
LEFT
COLUMN
CAM
SEE A
CRANK
ELEVATOR
TORQUE TUBES
SEE A
ELEVATOR
TORQUE TUBE
ELEVATOR
TORQUE
TUBE PIVOT
COLUMN
FWD >2.2
TO 2.7
STOP
(TYP)
STOP BOLT
(TYP)
SPRING
CAM
COLUMN AFT
>2.0 TO 2.5
STOP
(TYP)
COLUMN AFT
AFT >3 TO 3.5
UP
CRANK
FWD
SWITCH
(TYP)
STOP BOLT
(TYP)
SWITCH ACTUATING
BOLT (TYP)
1
G62741AS
Maintenance Practices
The line replaceable units of the STCMs are the four dual coil
solenoid valves, the motor operated hydraulic shutoff valve, the brake
bypass button assembly and the hydraulic pressure switch.
Two interchangeable STCMs, one right and one left, are mounted on
the bulkhead above the stabilizer ballscrew actuator assembly in the
stabilizer compartment.
Components
Each STCM has seven hydraulic ports and four electrical connectors.
A cleanable in-line filter screen, 100 micron, is installed in the
system pressure port. Four dual coil solenoid valve assemblies, for
airplane nose up and nose down, ARM and CONTROL, receive the
electrical input commands.
A pressure switch, operating at 7501000 psi, monitors the hydraulic
pressure applied to the secondary brake and signals both SAMs. A 28
volt dc motor operated shutoff valve is located on the lower side of
the STCM. The shutoff valve has a lever indicating the position of
the valve and is used for manual override. A brake bypass button is
located on the lower side of the STCM.
M000832D.PST
APL NOSE
UP PORT
BRAKE
RELEASE
PORT
CONTROL NOSE
DOWN SOLENOID
RETURN
PORT
APL NOSE
DOWN PORT
CONTROL NOSE
UP SOLENOID
FWD
MOTOR OPERATED
SHUTOFF VALVE
(MANUAL OVERRIDE
NOT SHOWN)
BRAKE
BYPASS
BUTTON
PRESSURE
SWITCH
62741BCA
The hydraulic cutout switches are used for functional tests of the
stabilizer trim system. When both cutout switches are in the
CUTOUT position, hydraulic power to the STCMs is inhibited and
the stabilizer operation is disabled. When only one cutout switch is
in the CUTOUT position, the stabilizer will operate at half speed as
only one hydraulic motor can trim.
Operation
The left switch controls the shut off valve on the left STCM , (left
hydraulic system) and the right switch the valve on the right STCM ,
(centre hydraulic system).
When the guard is down the switches are in the NORM position and
the shut off valves are open. Placing the cutout switches in the
CUTOUT position powers the shut off valves to close.
Maintenance Practices
Access to the switch wiring is by removal of the engine fuel shut off
control panel, M73.
M00082AB.PST
STABILIZER HYDRAULIC
HYD SHUTOFF
CUTOUT SWITCHES
VALVE (SOV)
C13
28V DC
STBY
24-54-73
C1529
R STAB
TRIM SOV
C12
C1528
L STAB
TRIM SOV
CUT
OUT
NORM
CLOSE
M
R STAB TRIM
OPEN
CUT
OUT
SOV
R STAB TRIM CONTROL MODULE
NORM
L STAB TRIM
NORM
CLOSE
FUEL CONT (P10)
CUT
OUT
M
C
OPEN
STAB TRIM
SOV
L STAB TRIM CONTROL MODULE
62741ATA
INTENTIONALLY BLANK
g62741at
M0008681.PST
0.5 DEG/SEC
0.5
0.4
TWO MOTORS
OPERATING
0.3
0.25 DEG/SEC
0.2 DEG/SEC
0.2
0.1 DEG/SEC
ONE MOTOR
OPERATING
0.1
160
180
198
270
200 280
400
600
800
427 KNOTS
AIRSPEED
0
0
900 1000
1200
1400
G62741AI
The left STCM receives hydraulic power from the left hydraulic
system, the right STCM from the centre hydraulic system.
Component Description
There is a cleanable 100 micron in-line filter in the inlet port.
A hydraulic shut off valve controls flow through the STCM. The
valve is commanded open or closed by the hydraulic cutout
switches in the flight compartment.
A rate control valve, operated by hydraulic pressure from the
elevator feel computer, regulates flow to the hydraulic motor as a
function of airspeed.
Two spool valves operate in series to control flow to the motor
and secondary brake. One valve is the arm valve and the other
the control valve. The valves have three positions: nose up, nose
down and centered null. They are centered by springs and
hydraulic pressure. Varying the pressure on either end of the
valves causes them to move. In the null position the valves stop
hydraulic flow. Operation of the nose up and nose down arm and
control solenoid valves control the pressure to the end of the
valves.
A brake pressure switch monitors hydraulic pressure to the
secondary brake. The electrical signal from the pressure switch is
sent to both SAMs.
A manual brake bypass valve, operated when the brake bypass
button is pushed, depressurizes the secondary brake.
M00083FC.PST
FLIGHT CONTROLS
HYD DISTR-CTR
27-00-01
PRESSURE
ELEV FEEL
CMPTR-CTR
27-30-01
ELEV FEEL
RETURN 1
ELEVATOR
FEEL CMPTR-L
27-30-01
"ARM"
"ARM"
APL NOSE APL NOSE
DN SOL
UP SOL
ELEV
FEEL
RATE CONTROL
VALVE
FLIGHT CONTROLS
HYD DISTR-L
27-00-01
PRESSURE
RETURN 1
PRESSURE - APL NOSE UP
MOTOR
OPERATED
VALVE
RETURN 2
PRESSUREBRAKE
RELEASE
PRESSURE
BRAKE REL
SECONDARY
BRAKE
(PRESSURE
RELEASED)
RETURN 2
PRIMARY BRAKE
(RATCHED)
"ARM" VALVE
PREVENTS CW
BACK-DRIVE
NULL
MANUAL
BRAKE
"CONTROL" VALVE BYPASS
APL NOSE UP
SECONDARY
BRAKE
(PRESSURE
RELEASED)
APL NOSE DN
BRAKE
DISC
BRAKE
PRESSURE
SW
PREVENTS CCW
BACK-DRIVE
NULL
GEARBOX
APL NOSE UP
APL NOSE DN
PRESSUREAPL NOSE UP
HYD
MOTOR
1
2
HYD
MOTOR
PRESSUREAPL NOSE DN
STABILIZER
WL
239
UP
FWD
STA
1805
BALLSCREW
ACTUATOR ASSY
SYSTEM PRESSURE
RETURN
METERED PRESSURE
62741AFA
M0008857.PST
FLIGHT CONTROLS
HYD DISTR-CTR
27-00-01
PRESSURE
RETURN 1
ELEV FEEL
CMPTR-CTR
27-30-01
ELEV FEEL
ELEVATOR
FEEL CMPTR-L
27-30-01
"ARM" "ARM"
APL NOSE APL NOSE
UP SOL DN SOL
ELEV
FEEL
RATE CONTROL
VALVE
FLIGHT CONTROLS
HYD DISTR-L
27-00-01
PRESSURE
RETURN 1
PRESSURE - APL NOSE UP
MOTOR
OPERATED
VALVE
RETURN 2
PRESSUREBRAKE
RELEASE
PRESSURE
BRAKE REL
SECONDARY
BRAKE
(PRESSURE
RELEASED)
RETURN 2
SECONDARY
BRAKE
(PRESSURE
RELEASED)
PRIMARY BRAKE
(RATCHED)
"ARM" VALVE
NOSE UP
NOSE UP
PREVENTS CW
BACK-DRIVE
NOSE DOWN
MANUAL
BRAKE
"CONTROL" VALVE BYPASS
BRAKE
DISC
BRAKE
PRESSURE
SW
PREVENTS CCW
BACK-DRIVE
NOSE DOWN
GEARBOX
PRESSUREAPL NOSE UP
HYD
MOTOR
1
2
HYD
MOTOR
PRESSUREAPL NOSE DN
STABILIZER
WL
239
UP
"CONTROL" "CONTROL"
APL NOSE
APL NOSE
UP SOL
DN SOL
FWD
STA
1805
BALLSCREW
ACTUATOR ASSY
SYSTEM PRESSURE
RETURN
METERED PRESSURE
62741AGA
INTENTIONALLY BLANK
g62741ag
Two manual trim levers and cable systems are used to input directly
to the manual standby ARM and CONTROL valves of the STCMs.
Besides the Alternate Electric Trim which bypasses the SAM, there
are three other electric modes of trim operation which operate
through the SAM.
Manual Electric Trim
Auto Trim
Mach Trim
TO SAMs
ARM
ARM
CONTROL
C SYS
HYDR
POWER
POSITION
INDICATOR
(TYP)
STAB
TRIM
1
5
UNSCHED
STAB TRIM
ADC R
MACH
TRIM
FCC R
AUTO
TRIM
MANUAL
ELECTRIC
TRIM
SHUTOFF
VALVE
P5 PANEL
EICAS
COMPUTER
(2)
RATE
CONTROL
VALVE
CONTROL
SOL
VALVES
SAM R
CUTOFF
TRIM LIMIT
SWITCHES
SELECT RELAY
R ELEVATOR
COLUMN
1
2
MANUAL
ELECTRIC
TRIM
COMMANDS
FCC C
5
7
FSPM C
FSPM R
FSPM L
ARM
FCC L
CONTROL
MANUAL
ELECTRIC
TRIM
AUTO
TRIM
POSITION
XMTRS
STCM R
LIMIT
SWITCHES
POSITION
XMTRS
TRIM ARM
SIGNAL
8
CUTOFF
SWITCHES
L ELEVATOR
COLUMN
ADC L
SAM L
ELECTRICAL
HYDRAULIC
DATA BUS
ARM
SOL
VALVES
MACH
TRIM
MECHANICAL
LIMIT
SWITCHES
HYDR
MOTOR
AND
BRAKE
HYDR
POWER
PTU L SYS
3
6
ELEVATOR
FEEL
COMPUTER
TRIM LIMIT
SELECT RELAY
LIMIT
SWITCHES
1
4
POSITION
XMTRS
L
LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULES
SHUTOFF
VALVE
RATE
CONTROL
VALVE
CONTROL
SOL
VALVES
ARM
SOL
VALVES
HYDR
MOTOR
AND
BRAKE
BALLSCREW
ACTUATOR
ASSEMBLY
STABILIZER
STCM L
CABLES
G62741BO
(Continued)
Limit switches located in the left and right limit switch and
position transmitter modules.
Auto Trim
The three FCCs supply autopilot commands to both SAM s to trim
the stabilizer, based on elevator out-of-neutral position. When
selected, the left FCC commands the left SAM and the right FCC the
right SAM; the centre FCC commands either SAM, whichever is
initialized first. In the auto trim mode, normally only one SAM
controls its dedicated STCM, whether or not more than one FCC is
engaged.
The auto trim circuit of the SAM in command, outputs trim
CONTROL and ARM signals to the solenoid valves of the STCM
(as described under manual electric trim).
Mach Trim
Both SAMs receive mach data from both ADCs. When both SAMs
receive no other trim command, the mach trim circuit on the SAM
first initialized, controls the stabilizer to change pitch when mach
number changes. The SAM sends trim CONTROL and ARM signals
to the STCM solenoid valves (as described under manual electric
trim).
M0008560.PST
TO SAMs
ARM
ARM
CONTROL
C SYS
HYDR
POWER
POSITION
INDICATOR
(TYP)
STAB
TRIM
1
5
UNSCHED
STAB TRIM
ADC R
MACH
TRIM
FCC R
AUTO
TRIM
MANUAL
ELECTRIC
TRIM
SHUTOFF
VALVE
P5 PANEL
EICAS
COMPUTER
(2)
RATE
CONTROL
VALVE
CONTROL
SOL
VALVES
SAM R
CUTOFF
TRIM LIMIT
SWITCHES
SELECT RELAY
R ELEVATOR
COLUMN
1
2
MANUAL
ELECTRIC
TRIM
COMMANDS
FCC C
5
7
FSPM C
FSPM R
FSPM L
ARM
FCC L
CONTROL
MANUAL
ELECTRIC
TRIM
AUTO
TRIM
POSITION
XMTRS
STCM R
LIMIT
SWITCHES
POSITION
XMTRS
TRIM ARM
SIGNAL
8
CUTOFF
SWITCHES
L ELEVATOR
COLUMN
TRIM LIMIT
SELECT RELAY
LIMIT
SWITCHES
1
4
POSITION
XMTRS
L
LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULES
ADC L
SAM L
ELECTRICAL
HYDRAULIC
DATA BUS
ARM
SOL
VALVES
MACH
TRIM
MECHANICAL
LIMIT
SWITCHES
HYDR
MOTOR
AND
BRAKE
HYDR
POWER
PTU L SYS
3
6
ELEVATOR
FEEL
COMPUTER
SHUTOFF
VALVE
RATE
CONTROL
VALVE
CONTROL
SOL
VALVES
ARM
SOL
VALVES
HYDR
MOTOR
AND
BRAKE
BALLSCREW
ACTUATOR
ASSEMBLY
STABILIZER
STCM L
CABLES
G62741BO
(Continued)
Moving the control column 2.0 to 2.5 aft of the neutral position
interrupts an airplane nose down ARM signal.
NOTE: From OGM and on, there are parallel back up control
column cutoff switches.
NOTE: If the stabilizer moves without command or contrary to
command, then moving the elevator control column in the
opposite direction will stop the stabilizer movement by
operation of control column cutout switches.
The stabilizer mechanical stops are at 0 units and 14.2 units, with
neutral at 2 units.
Flaps Retracted
If the flaps are retracted, the FSPM monitoring the flap position
keeps the trim select relay de-energized. A limit switch in the limit
switch and position transmitter module interrupts an airplane nose
down ARM signal when the stabilizer reaches the 1.5 units position.
Flaps Extended
If the flaps are extended, the FSPM causes the trim select relay to
energize. A limit switch then interrupts the ARM signal when the
stabilizer reaches the 0.25 unit position.
M000860E.PST
.
CAPTAINS
CONTROL
COLUMN
SAM (R)
E2-1
SAM (L)
E1-1
F/O
CONTROL
COLUMN
FWD
FWD
STABILER
TRIM CONTROL
MODULE (2)
ELEVATOR
TORQUE
TUBE
STABILIZER
CENTER SECTION
STABILIZER
BALLSCREW
ASSEMBLY
COLUMN FWD
> 2.2 TO 2.7
COLUMN AFT
>2.0 TO 2.5
FWD
LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULE (3)
COLUMN SWITCHES
STAB LE
>12.8 UNITS
(-11.0)
2.2 TO 2.7
LEFT COL FWD
ARM
ALT ARM
SWITCH
AIRPLANE NOSE
DOWN CMD
2.0 TO 2.5
STAB LE
<1.5 UNITS
(+0.5)
ALT ARM
SWITCH
2.0 TO 2.5
LEFT COL AFT
CONT STAB
TRIM CB
FLAPS NOT
RETRACTED
AIRPLANE NOSE UP
CONTROL
FSPM
FLAPS NOT
RETRACTED
STAB LE
< 0.25 UNITS
ALT
CONTROL
SWITCH
AIRPLANE
NOSE UP
"ARM"
SOLENOID
AIRPLANE
NOSE DN
"ARM"
SOLENOID
AIRPLANE
NOSE UP
"CONTROL"
SOLENOID
AIRPLANE
NOSE DN
"CONTROL"
SOLENOID
Column Cutout
Moving the control column 2.0 to 2.5 aft of the neutral position
interrupts an airplane nose down ARM signal.
Column Cutout
Moving the control column 2.2 to 2.7 forward of the neutral
position interrupts an airplane nose up ARM signal.
Limit Switches
A limit switch in the limit switch and position transmitter module
interrupts an airplane nose up ARM signal when the stabilizer
reaches the 11.8 unit position. This is the stabilizer leading edge
down electrical limit.
M0008371.PST
STAB LE
> 11.8 UNITS
AIRPLANE
NOSE UP
COMMAND
COL FWD
2.2 TO 2.7
ARM
STAB LE
> 8.5 UNITS
AIRPLANE NOSE UP
ARM SOLENOID
COL AFT
3.0 TO 3.5
COLUMN AFT
COL AFT
2.0 TO 2.5
STAB LE
< 1.5 UNITS
FLAPS NOT
RETRACTED
STAB LE
< 0.5 UNITS
TRIM LIMIT SEL
RELAY
AIRPLANE NOSE UP
CONT SOLENOID
AIRPLANE NOSE UP
CONTROL
AIRPLANE NOSE DOWN
AIRPLANE NOSE DOWN
CONT SOLENOID
L SAM
L STCM
G62741BG
Control Circuit
Both nose up and nose down CONTROL signals go directly to the
CONTROL solenoids in their respective STCMs, and are not
inhibited by any limit switches.
M0008371.PST
STAB LE
> 11.8 UNITS
AIRPLANE
NOSE UP
COMMAND
COL FWD
2.2 TO 2.7
ARM
STAB LE
> 8.5 UNITS
AIRPLANE NOSE UP
ARM SOLENOID
COL AFT
3.0 TO 3.5
COLUMN AFT
COL AFT
2.0 TO 2.5
STAB LE
< 1.5 UNITS
FLAPS NOT
RETRACTED
STAB LE
< 0.5 UNITS
TRIM LIMIT SEL
RELAY
FSPM
AIRPLANE NOSE UP
CONT SOLENOID
AIRPLANE NOSE UP
CONTROL
AIRPLANE NOSE DOWN
AIRPLANE NOSE DOWN
CONT SOLENOID
L SAM
L STCM
G62741BG
(Continued)
Single Channel
With the autopilot engaged in single channel (CMD or CWS) the
order of control priority is as follows:
Standby Manual trim or Alternate Electric trim (P10).
Manual Electric trim.
Automatic stabilizer trim.
Multichannel
When the autopilot is engaged in multichannel (two or more
autopilots engaged in command), the order of priority is altered as
follows:
Standby Manual trim or Alternate Electric trim (P10).
Automatic stabilizer trim.
During autopilot multichannel operation, Manual Electric trim is
inhibited.
During mutichannel autopilot operation, automatic trim is normally at
half rate, however, under certain circumstances automatic trim can be
at full rate.
M0008631.PST
AUTOPILOT DISENGAGED
1. ALTERNATE ELECTRIC TRIM
OR
STANDBY MANUAL TRIM
OR
MANUAL ELECTRIC TRIM
2.
MACH TRIM
2. AUTOSTABILIZER
2. AUTOSTABILIZER
62741BWA
Mach Trim
Mach trim is enabled with the Autopilot not engaged in CMD and
Alternate Electric trim or Standby Manual trim or Manual Electric
trim is not being applied. This occurs automatically and mode
selection is not required.
M0008631.PST
AUTOPILOT DISENGAGED
1. ALTERNATE ELECTRIC TRIM
OR
STANDBY MANUAL TRIM
OR
MANUAL ELECTRIC TRIM
2.
MACH TRIM
1.
2. AUTOSTABILIZER
2. AUTOSTABILIZER
62741BWA
(Continued)
Operation
When the switches on either wheel are moved together in an up or
down direction, 28v dc power is directed through each SAM to the
appropriate solenoids on each STCM. The auto-manual transfer
relays in each SAM are released during manual trim.
Maintenance Practices
Failure of a SAM or loss of power supply to the SAM causes the
auto-manual transfer relays to de-energize allowing the manual
electric trim switches to command the stabilizer.
The loss of the left stab trim control power, 28 volt dc (C/B 11H11),
causes the complete loss of manual electric trim.
A disagreement between the manual electric trim switches causes the
coincidence monitors to inhibit manual electric trim commands and
to set the COL TRIM SW fault ball on both SAMs. The
maintenance message STAB TRIM then appears on EICAS. The
faultballs and the STAB TRIM maintenance message reset
automatically when a valid manual electric trim command is made.
28V DC
L BUS
L STAB
TRIM CONTROL
(H11)
P11-2
TDA
TUA
MANUAL ELECTRIC
TRIM COMMANDS
TDC
TUC
LEFT
FCC
ARM
VALID
ENGAGE
TRIM COMMAND
MANUAL
TRIM INPUT
COINCEDENCE
MONITOR
COL TRIM SW
FAULT BALL
AUTO TRIM
VALID INHIBIT
POWER SUPPLY
FROM
1
AUTO
RT SAM
TRIM
AUTO TRIM COMMAND
MODE
CONTROL
TRIM
COMMAND
TDA
TUA
TDC
TUC
L STCM
SOLENOID
VALVES
CENTER
FCC
28V DC
R BUS
R STAB
TRIM CONTROL
(H20)
ARM
VALID
ENGAGE
TRIM COMMAND
SAM FAULT
MONITOR
INTERNALS
SAME AS
LEFT SAM
ARM
VALID
P11-5
ENGAGE
TRIM
COMMAND
TRIM COMMAND
TUA = TRIM UP ARM
TDA = TRIM DN ARM
TUC = TRIM UP CONTROL
TDC = TRIM DN CONTROL
AUTO/MANUAL
TRANSFER RELAY
LEFT SAM
POWER SUPPLY
RIGHT
FCC
TDA
TUA
TDC
TUC
R STCM
SOLENOID
VALVES
TRIM ARM
COMMAND
TRIM CONTROL
COMMAND
RIGHT SAM
62741BXA
Operation
A selected FCC sends an ARM signal to its corresponding SAM.
When it receives a VALID signal from the SAM , the FCC engages.
The engaged FCC provides a trim command to the SAM when the
elevator is deflected out of its neutral position.
During an Approach
During an approach, stab trim bias is applied. The stabilizer is
positioned leading edge down, causing the elevator to move in the
opposite direction to maintain desired path. Trim bias leaves the
airplane trimmed nose up in the event of total autopilot disconnect.
In Cruise
Autostabilizer trim keeps the elevator within the neutral position of
the elevator feel force unit. This is done to prevent pitch servo
out-of-detent, and to prevent large pitch transients if the autopilot is
disconnected with the feel unit displaced from the neutral position.
M0008658.PST
28V DC
L BUS
L STAB
TRIM CONTROL
(H11)
P11-2
TDA
TUA
MANUAL ELECTRIC
TRIM COMMANDS
TDC
TUC
LEFT
FCC
ARM
VALID
ENGAGE
TRIM COMMAND
MANUAL
TRIM INPUT
COINCEDENCE
MONITOR
COL TRIM SW
FAULT BALL
AUTO TRIM
VALID INHIBIT
POWER SUPPLY
FROM
1
AUTO
RT SAM
TRIM
AUTO TRIM COMMAND
MODE
CONTROL
TRIM
COMMAND
TDA
TUA
TDC
TUC
L STCM
SOLENOID
VALVES
CENTER
FCC
28V DC
R BUS
R STAB
TRIM CONTROL
(H20)
ARM
VALID
ENGAGE
TRIM COMMAND
SAM FAULT
MONITOR
INTERNALS
SAME AS
LEFT SAM
ARM
VALID
P11-5
ENGAGE
TRIM
COMMAND
TRIM COMMAND
TUA = TRIM UP ARM
TDA = TRIM DN ARM
TUC = TRIM UP CONTROL
TDC = TRIM DN CONTROL
AUTO/MANUAL
TRANSFER RELAY
LEFT SAM
POWER SUPPLY
RIGHT
FCC
TDA
TUA
TDC
TUC
R STCM
SOLENOID
VALVES
TRIM ARM
COMMAND
TRIM CONTROL
COMMAND
RIGHT SAM
62741BXA
The mach trim mode controls the stabilizer trim during flight when
no autopilot is selected (no FCC engaged) and no other stabilizer
trim command exists. The controlling SAM commands the stabilizer
trim as a function of change in mach number to enhance the
longitudinal stability of the airplane. A speed increase results in an
airplane nose up trim while a speed decrease results in an airplane
nose down trim.
Maintenance Practices
NOTE: When not engaged, the mach trim control law is referenced
to stabilizer position. After engagement, the control law
commands the stabilizer trim system to reposition the
stabilizer in response to variations in Mc (computed mach).
Operation
Both SAMs contain the mach trim circuits and receive mach data
from the two ADCs.
INHIBIT
ENGAGE
SAM VALID
SAM
STCM
FSPM
STAB
CHANGE IN STABILIZER
POS
POSITION
.88M
DADC
UP CONTROL
SOLENOID
TDC
DN CONTROL
SOLENOID
TUA
UP ARM
SOLENOID
STAB
.8
CHANGE
IN
.5
STAB .4
POS
TUC
CMD
LIMIT
SWS
.78M
.33M
TDA
DN ARM
SOLENOID
Mc
.0
0.3 0.4
0.5
COMPUTED MACH, Mc
SAM
FAULT
MONITOR
STCM
FAULT
SAM
FAULT
BALL
STAB TRIM
INTENTIONALLY BLANK
g62741bz
Operation
Moving both the right ARM, and the left CONTROL switches
forward, provides an electrical signal for airplane nose down trim to
both STCMs. Moving both switches aft provides a signal for
airplane nose up trim to both STCM s providing full rate trim.
A normally-open microswitch closes with any ARM switch
movement. This signal is sent to both SAM s to prevent the
UNSCHED TRIM message. If auto trim or mach trim is engaged and
an unscheduled trim occurs, the UNSCHED TRIM message will
appear and remain on during alternate electric trim operation.
Maintenance Practices
Access to the alternate electric trim switches is by removing the
cover plate on the top left side of the control stand. The switches are
installed as one assembly.
If the microswitch connected to the ARM switch is closed for more
than 30 seconds when either the left or centre hydraulic system is
pressurized, the MAN LEVER SW fault ball is set on both SAM s.
The faultballs reset automatically 2 seconds after the SAMs sense
the microswitch open.
M00083CA.PST
ARM NOSE
DOWN SOLENOID
NOSE
DOWN
ARM NOSE
UP SOLENOID
CONTROL NOSE
DOWN SOLENOID
NOSE
UP
CONTROL NOSE
UP SOLENOID
"ARM"
SWITCH
28V DC
"CONTROL"
SWITCH
28V DC
BAT. BUS
DUAL COIL
SOLENOID VALVE
(TUA SOLENOID)
FROM R SAM
28V DC
A36
STAB TRIM ALT
AS ABOVE (TDA)
AS ABOVE (TUC)
AS ABOVE (TDC)
P11 CB PANEL
L SAM
R STCM
NOSE UP
INDICATION
ARM
CONTROL
NOSE DOWN
R SAM
NOSE UP
NOSE DOWN
NOSE UP
NOSE DOWN
INTERNALS
SAME AS
R STCM
L STCM
INTENTIONALLY BLANK
g62741ac
Operation
Moving both the ARM (right), and CONTROL (left), stby manual
trim levers (P10),forward, provides a mechanical airplane nose down
signal to both of the hydraulic stabilizer trim control modules (
STCMs). Both levers moved aft provides an airplane nose up trim
signal. When released, both levers should return to neutral upright
position using spring centering from the STCMs valves. Lever
operation does not provide a graduated, metered, trim rate but results
in full trim or no trim from the STCMs. A cam and roller
mechanism on the ARMING cable drum closes a normal open
microswitch, that provides a signal to the digital stabilizer trim and
aileron lockout modules (SAMs) to avoid nuisance fault
annunciation during a manual trim operation (UNSCHD STAB
TRIM message). The microswitch (S-538) position is monitored by
the SAMs. If the switch goes to the closed position for more than
30 seconds with either hydraulic system powered (left or centre), the
MAN LEVER SW faultball will be set on the SAMs.
Maintenance Practices
With the stby manual trim levers (arm and control) at neutral, the
input arms on the STCMs are aligned centrally between the index
(scribe) marks on the lever stop plate by adjusting the control rods.
The cable tension is adjusted by turnbuckles to comply with a
tension/temperature chart and to allow rig pins ST4 and ST5 (cable
quadrants) to fit freely.
M00082CF.PST
HYDRAULIC
RELEASED
BRAKE (2)
STABILIZER TRIM
CONTROL MODULE
(STCM) (TYP)
"CONTROL" CABLES
SPRING
STABILIZER TRIM
CONTROL LEVER
(CONTROL)
"ARM" LEVER
"ARM" CABLES
NOSE
DOWN
NOSE
UP
STABILIZER
TRIM SWITCH,
S538
(TO THE SAM )
HYDRAULIC
MOTOR (2)
ST2B
ST2A
NOSE DOWN
"ARM"
NOSE UP "ARM"
NOSE DOWN "CONTROL"
FWD
NOSE UP "CONTROL"
ST1A
ST1B
G62741CQ
Maintenance Practices
The line replaceable units of the STCMs are the four single coil
solenoid valves, the motor operated hydraulic shut off valve, the
brake bypass button assembly and the hydraulic pressure switch.
Two interchangeable STCMs, one right and one left, are mounted on
the bulkhead above the stabilizer ballscrew actuator assembly in the
stabilizer compartment.
Components
Each STCM has seven hydraulic ports and four electrical connectors.
A cleanable in-line filter screen, 100 micron, is installed in the
system pressure port. Four singlel coil solenoid valve assemblies, for
airplane nose up and nose down, ARM and CONTROL, receive the
electrical input commands.
A pressure switch, operating at 750-1000 psi, monitors the hydraulic
pressure applied to the secondary brake and signals both SAMs. A
28 volt dc motor operated shut off valve is located on the lower side
of the STCM. The shut off valve has a lever indicating the position
of the valve and is used for manual override. A brake bypass button
is located on the lower side of the STCM.
M0008309.PST
REAR
QUADRANT
(TYP)
ST2A
ST2B
ADJUSTABLE
CONTROL RODS
(TYP)
"ARM" INPUT
ON TOP OF
MODULE
(NOT SHOWN): PRESSURE PORT (FILTER SCREEN)
RETURN PORT
ELEVATOR FEEL PORT
ARM NOSE DOWN SOLENOID
ARM NOSE UP SOLENOID
RIG PIN
ST5 HOLE
APL NOSE
DOWN PORT
RETURN
PORT
ST1B
APL
NOSE UP
PORT
BRAKE
RELEASE
PORT
"CONTROL"
INPUT
ST1A
PRESSURE
SWITCH
FWD
BRAKE BYPASS
BUTTON
MOTOR-OPERATED
SHUTOFF VALVE
(MANUAL OVERRIDE
NOT SHOWN)
RIG PIN
ST4 HOLE
G62741CN
M0008340.PST
ELEV FEEL
CMPTR-CTR
27-30-01
FLIGHT CONTROLS
HYD DISTR-CTR
27-00-01
PRESSURE
RETURN 1
"ARM"
APL NOSE
DN SOL
"ARM"
"ARM"
APL NOSE APL NOSE
UP SOL
DN SOL
FLIGHT CONTROLS
HYD DISTR-L
27-00-01
ELEVATOR
FEEL CMPTR-L
27-30-01
"ARM"
APL NOSE
UP SOL
ELEV FEEL
ELEV
FEEL
RATE CONTROL
VALVE
MANUAL
STANDBY
"ARM"
VALVE
APL NOSE UP
MOTOR
OPERATED
VALVE
RETURN 2
PRESSURE
BRAKE REL
3
PRESSURE - APL NOSE DOWN
APL NOSE DN
SECONDARY
BRAKE
(PRESSURE
RELEASED)
SECONDARY
BRAKE
(PRESSURE
RELEASED)
PRIMARY BRAKE
(RATCHED)
"ARM" VALVE
PREVENTS CW
BACK-DRIVE
NULL
APL NOSE UP
RETURN 1
BRAKE
PRESSURE SW
RETURN 2
PRESSURE
APL NOSE DN
"CONTROL" VALVE
MANUAL
BRAKE
BYPASS
BRAKE
DISC
BRAKE
PRESSURE
SW
PREVENTS CCW
BACK-DRIVE
NULL
GEARBOX
APL NOSE UP
APL NOSE DN
PRESSUREAPL NOSE UP
HYD
MOTOR
HYD
MOTOR
PRESSUREAPL NOSE DN
APL NOSE DN
STABILIZER
APL NOSE UP
MANUAL
STANDBY
"CONTROL"
VALVE
PRESSURE
APL NOSE UP
PRESSURE
APL NOSE DN
WL
239
UP
M212
FWD
STA
1805
"CONTROL"
APL NOSE
DN SOL
"CONTROL"
APL NOSE
UP SOL
BALLSCREW
ACTUATOR ASSY
SYSTEM PRESSURE
RETURN
METERED PRESSURE
62741BDA
M0008358.PST
ELEV FEEL
CMPTR-CTR
27-30-01
FLIGHT CONTROLS
HYD DISTR-CTR
27-00-01
PRESSURE
RETURN 1
"ARM"
APL NOSE
DN SOL
"ARM"
"ARM"
APL NOSE APL NOSE
DN SOL
UP SOL
FLIGHT CONTROLS
HYD DISTR-L
27-00-01
ELEVATOR
FEEL CMPTR-L
27-30-01
"ARM"
APL NOSE
UP SOL
ELEV FEEL
ELEV
FEEL
RATE CONTROL
VALVE
MANUAL
STANDBY
"ARM"
VALVE
MOTOR
OPERATED
VALVE
RETURN 2
RETURN 1
BRAKE
PRESSURE SW
NOSE DOWN
PRESSURE
RETURN 2
PRESSURE
BRAKE REL
3
PRESSURE - APL NOSE DOWN
M211 L STAB TRIM CONT
PRESSUREBRAKE
RELEASE
SECONDARY
BRAKE
(PRESSURE
RELEASED)
SECONDARY
BRAKE
(PRESSURE
RELEASED)
PRIMARY BRAKE
(RATCHED)
"ARM" VALVE
NOSE UP
"CONTROL" VALVE
NOSE UP
PREVENTS CW
BACK-DRIVE
NOSE DOWN
MANUAL
BRAKE
BYPASS
BRAKE
DISC
BRAKE
PRESSURE
SW
PREVENTS CCW
BACK-DRIVE
NOSE DOWN
GEARBOX
PRESSUREAPL NOSE UP
HYD
MOTOR
HYD
MOTOR
PRESSUREAPL NOSE DN
NOSE DOWN
STABILIZER
MANUAL
STANDBY
"CONTROL"
VALVE
PRESSURE
APL NOSE UP
PRESSURE
APL NOSE DN
WL
239
UP
M212
FWD
STA
1805
"CONTROL"
APL NOSE
DN SOL
"CONTROL"
APL NOSE
UP SOL
BALLSCREW
ACTUATOR ASSY
SYSTEM PRESSURE
RETURN
METERED PRESSURE
62741BEA
INTENTIONALLY BLANK
g62741be
Fault Balls
There are eleven fault balls on the face plate of the SAM module, if
one or more are set the maintenance message STAB TRIM appears
on EICAS.
MASTER CAUTION
WARNING LIGHT
(2 PLACES) P-7
STAB
TRIM
WARNING
R
CAUTION
A
UNSCHED
STAB TRIM a
PILOTS OVHD
PANEL (P5)
SAM (R);
E2-1
SAM (L);
E1-1
"B"
"C"
STAB TRIM
Fault Annunciation
When a SAM detects an unscheduled stabilizer motion in autotrim
mode, it causes the UNSCHED STAB TRIM light (P5) and EICAS
UNSCHD STABILIZER caution (B) message to appear. The
annunciation is not latched and is removed when the stabilizer stops
moving.
Providing the standby trim is not being operated and an unscheduled
tab trim is detected, the STCM fault ball on the SAM is set.
UNSCHED
STAB TRIM
a
PILOTS OVERHEAD
PANEL (P5)
MACH TRIM
MODE
ENGAGED
STAB MOVES
> 0.55 WITHOUT
VALID
TRIM CMD
STAB MOVES
OPPOSITE
TO CMD
DIRECTION
AUTO TRIM
MODE
ENGAGED
UNSCHEDULED
STAB
STAB
MOTION
STOPS
MAN/ELECT TRIM
ANY FCC ENGAGED
STANDBY MANUAL MODE
OR ALTERNATE ELECTRIC
TAT + 12C
UNSCHED STAB TRIM
AUTO PILOT
WARNING
r
CAUTION
a
SAM FAULT
LATCH
EICAS
COMPUTER
NOTE: The STAB TRIM light illuminates along with STAB TRIM
advisory EICAS message, if manual electric trim is
requested and either the left or centre hydraulic system is
depressurized or if either of the stabilizer trim hydraulic
cutout switches are operated.
The SAMs cannot detect a trim rate fault when making an alternate
electric trim command.
Fault Annunciation
When half trim rate is detected during manual electric trim, the
STAB TRIM light on P5 panel and STAB TRIM advisory EICAS
message appear. The SAM latches this annunciation.
Reset is by one of the following:
Pushing the RESET button on the SAM.
Powering up the SAM.
M000875E.PST
VALID MANUAL
ELECTRIC
TRIM COMMAND
SAM FAULT
RATE
FAULT
LATCH
STAB
TRIM
PILOTS
OVERHEAD
PANEL (P5)
L STCM
BRAKE
PRESS SW
STAB TRIM
R STCM
BRAKE
PRESS SW
RESET
EICAS
COMPUTER
POWER UP
L HYD SYS PRESS RESTORED
C HYD SYS PRESS RESTORED
L OR R SAM
62741CDA
The faceplate of the SAM contains eleven fault balls for displaying
the fault status of various line replaceable units ( LRUs) interfacing
with the SAM.
An internal failure of the SAM sets the SAM fault ball. When the
SAM fault ball is set, it disables all other fault annunciation on the
SAM.
Three faults have dual labels, one label is applicable to the 767, the
other to the 757 airplane. For the fault labeled FSPM/ SPM, only
FSPM applies to the 767. For fault balls labeled L AIL LOCK
ACT/ELEV ASY ACT and R. AIL LOCK ACT/ FSEU, only L. AIL
LOCK ACT and R. AIL LOCK ACT apply to the 767.
Each fault ball is latched to display a black or yellow (fault)
indication. Pushing the reset button on the SAM faceplate resets all
yellow balls after the fault condition is cleared. Certain fault balls
reset automatically in the air or on the ground when the faulty
condition is no longer present.
Any fault ball set on a SAM causes a maintenance (M) level
message STAB TRIM to appear on EICAS. The message is not
latched in the EICAS memory.
Three fault balls, FCC, FSPM and SAM are related to faults in the
stabilizer auto trim mode. The remaining fault balls are associated
with alternate electric trim, manual electric trim and outboard aileron
lockout.
M00086CA.PST
FCC
ADC
COL TRIM SW
MAN LEVER SW
STAB TRIM
(LEVEL M)
STCM
AIR-GND RELAY
EICAS COMPUTERS
R. AIL LOCK ACT/
FSEU
HYD PRESS SW
INTERFACING LRUS
SAM
767/
757
RESET
(Continued)
NOTE: The STCM fault ball will not be set when low hyd press is
sensed by the SAM. It will set the HYD PRESS fault ball
instead.
M00086CA.PST
FCC
ADC
COL TRIM SW
MAN LEVER SW
STAB TRIM
(LEVEL M)
STCM
AIR-GND RELAY
EICAS COMPUTERS
R. AIL LOCK ACT/
FSEU
HYD PRESS SW
INTERFACING LRUS
SAM
767/
757
RESET
(Continued)
M00086CA.PST
FCC
ADC
COL TRIM SW
MAN LEVER SW
STAB TRIM
(LEVEL M)
STCM
AIR-GND RELAY
EICAS COMPUTERS
R. AIL LOCK ACT/
FSEU
HYD PRESS SW
INTERFACING LRUS
SAM
767/
757
RESET
(Continued)
INTENTIONALLY BLANK
g62741ca
Travel Limits
Travel limiting devices control the range of stabilizer movement in
all operating modes. Upper and lower mechanical stops limit the
stabilizer travel at each end of the range. In the electrical control
mode, limit switches prevent stabilizer travel beyond that required by
the normal flight envelope.
The upper limit in the SAM electrical mode is provided at 0.5 units
with the flaps extended and at 1.5 units with the flaps retracted. The
lower electrical limit is provided at 11.8 units.
The stabilizer trim limits for takeoff are between 1.0 unit and 7.0
units. These limits are indicated by a green bank on the stabilizer
position indicators.
Three painted marks on the fuselage indicate stabilizer position.
The neutral shift of the elevator starts at the stabilizer position of 8.5
units. As the stabilizer leading edge is moved further down, the
elevator trailing edge is moved up gradually to reach the maximum
shift of 5.7 degrees with the stabilizer positioned at 14.2 units.
M00141D4.PST
UPPER
MECHANICAL
STOP
AIRPLANE
NOSE DOWN
TRIM
UPPER
ELECTRICAL
LIMIT FLAPS
EXTENDED
5.7
0.0 UNIT
0.5UNITS
1.5 UNITS
2.0 UNITS
1.0 UNIT
0 NEUTRAL
TAKEOFF
TRIM LIMITS
(GREENBAND)
ELEVATOR
HORIZONTAL
STABILIZER
7.0 UNITS
8.5 UNITS
11.8 UNITS
NEUTRAL
SHIFT OF
ELEVATOR
AIRPLANE
NOSE UP
TRIM
LOWER
ELECTRICAL
LIMIT
14.2 UNITS
LOWER
MECHANICAL
STOP
NOTE:
ONE UNIT OF STABILIZER
TRAVEL EQUALS APPROXIMATELY
ONE DEGREE
G62741CJ
Travel Limits
Travel limiting devices control the range of stabilizer movement in
all operating modes. Upper and lower mechanical stops limit the
stabilizer travel at each end of the range. In the electrical control
mode, limit switches prevent stabilizer travel beyond that required by
the normal flight envelope.
The upper limit in the SAM electrical mode is provided at 0.25 units
with the flaps extended and 1.5 units with the flaps retracted. The
lower limit is provided at 12.8 units.
Stabilizer trim limits for takeoff are between 0.25 units and 7.0 units.
These limits are indicated by a green band on the pilots stabilizer
position indicators.
Three painted marks on the fuselage indicate stabilizer position.
M00081E7.PST
.
UPPER
UPPER
ELECTRICAL
MECHANICAL LIMIT FLAPS
STOP
EXTENDED
0.0 UNIT
0.25 UNITS
UPPER
ELECTRICAL
LIMIT FLAPS
RETRACTED
AIRPLANE
NOSE DOWN
TRIM
HORIZONTAL
STABILIZER
1.5 UNITS
ELEVATOR
0.0 NEUTRAL
2.0 UNITS
TAKEOFF
TRIM LIMITS
(GREENBAND)
7.0 UNITS
AIRPLANE
NOSE UP
TRIM
12.8 UNITS
LOWER
ELECTRICAL
LIMIT
14.2 UNITS
LOWER
MECHANICAL
STOP
NOTE:
ONE UNIT OF STABILIZER
TRAVEL EQUALS APPROXIMATELY
ONE DEGREE
G62741AJ
INTENTIONALLY BLANK
g62741aj
Maintenance Practices
The three modules are line replaceable units and are interchangeable.
No field adjustment is required on the modules. Each module is
replaced without disturbing the cable drive system. The module
spline shaft has a missing tooth which is aligned with the missing
tooth of the splined drum.
With the stabilizer set to the electrical neutral of 7 units, the cables
are tensioned to a tension/ temperature chart and to fit rig pins in
each LSPM drum.
Operation
A drum connected by a cable to the stabilizer drives each stabilizer
trim limit switch and position transmitter module. As the stabilizer
moves, the cables drive the drum which rotate the module input
shaft.
M00084BA.PST
RIG PIN
NO. 1
RIG PIN
NO. 3
RIG PIN
NO. 2
PULLEY
UPPER CABLE
UP
TURNBUCKLE
SECTION A-A
____________
VIEW LOOKING FORWARD
GEARS
STABILIZER
RVDT
UP
TURNBUCKLE
STOP
ARM
SYNCHRO
LOWER CABLE
FWD
A
SWITCH
ACTUATION
CAMS
A
SPACER (TYP)
LIMIT SWITCH & POSITION
TRANSMITTER MODULE
SPLINED
INPUT
SHAFT
(MISSING
TOOTH)
62748AAA
TRIM LIMIT SWITCH AND POSITION TRANSMITTER MODULES (LSPTM) 200 AIRCRAFT
General
Greenband Switch
Limit Switches
RVDT
Synchro
The synchro in the left and right modules drive, respectively, the left
and right stabiliser position indicator on the control stand. The
synchro in the centre module is not used. The left synchro also sends
a stabilizer position signal to the flight data recorder.
M00141E6.PST
C
COMPONENT
R
FUNCTION
COMPONENT
FUNCTION
COMPONENT
FUNCTION
SWITCH 1
UP LIMIT
SWITCH 1
NOT USED
SWITCH 1
UP LIMIT
SWITCH 2
UP LIMIT
SWITCH 2
NOT USED
SWITCH 2
UP LIMIT
SWITCH 3
NEUTRAL SHIFT
SWITCH 3
NOT USED
SWITCH 3
NEUTRAL SHIFT
NOT USED
SWITCH 4
DOWN LIMIT
SWITCH 5
NOT USED
SWITCH 4
DOWN LIMIT
SWITCH 5
SWITCH 5
NOT USED
SWITCH 5
RVDT
FSPM (L)
RVDT
FSPM (C)
RVDT
FSPM (R)
SYNCHRO
SYNCHRO
NOT USED
SYNCHRO
F/OS INDICATOR
ELECTRICAL
CONNECTOR
GREEN
BAND
ELECTRICAL
CONNECTOR
ELECTRICAL
CONNECTOR
G62748AE
Limit Switches
The first three switches in the left and right modules control the up
and down limits during SAM electric trim. When the flaps are
extended, the number 1 switches limit stabilizer travel to 0.25 units.
When the flaps are retracted, the number 2 switches limit stabilizer
travel to 1.5 units. Switches number 3 open at 12.8 units of trim.
Switches number 4 in the left and right modules are not used.
RVDT/SYNCHRO
The RVDT in each module provides a signal to its dedicated flap /
stabilizer position module (FSPM). The synchro in the left and right
modules drive, respectively, the left and right stabilizer position
indicator on the control stand. The synchro in the center module is
not used.
M0008500.PST
COMPONENT
FUNCTION
COMPONENT
SWITCH 1
UP LIMIT
SWITCH 1
SWITCH 2
UP LIMIT
R
FUNCTION
COMPONENT
FUNCTION
NOT USED
SWITCH 1
UP LIMIT
SWITCH 2
NOT USED
SWITCH 2
UP LIMIT
SWITCH 3
DOWN LIMIT
SWITCH 3
NOT USED
SWITCH 3
DOWN LIMIT
SWITCH 4
NOT USED
SWITCH 4
GREEN
BAND
SWITCH 4
NOT USED
RVDT
FSPM (L)
RVDT
FSPM (C)
RVDT
FSPM (R)
SYNCHRO
CAPTAINS
INDICATOR AND
FLIGHT RECORDER
SYNCHRO
NOT USED
SYNCHRO
F/OS
INDICATOR
ELECTRICAL
CONNECTOR
ELECTRICAL
CONNECTOR
ELECTRICAL
CONNECTOR
M00084E6.PST
Maintenance Practices
Loss Of Power
Loss of power to the indicator causes the indicating tape to be black
and the lower portion to display the word OFF in amber and white.
M0008512.PST
STABILIZER
CENTER
SECTION
F/O
POSITION
INDICATOR
FWD
LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULES (3)
INSTRUMENT
LIGHTING
28V AC
R BUS
H-1
R STAB TRIM
POSN IND
P11-5 CKT BKR PNL
FIRST OFFICERS
POSITION INDICATOR
R LIMIT SW AND
POSN XMTR MODULE
INSTRUMENT
LIGHTING
28V AC
L BUS
H-20
L STAB TRIM
POSN IND
P11-2 CKT BKR PNL
CAPTAINS POSITION
INDICATOR
L LIMIT SW AND
POSN XMTR MODULE
62748ADA
INTENTIONALLY BLANK
SUMMARY
g62748ad
Alternate electric trim is a direct full rate trim input to the stabilizer.
M00087D0.PST
AIR/GND
LOGIC
4
C
HYD SYS
PRESS
EICAS
COMP
(2)
6
1
FCC
(R)
SAM R
MACH
TRIM
ADC
(R)
8
BRAKE RELEASE
TUC
TDC
TUA
LOGIC CROSSFEED
FIRST
OFFICER
TRIM
SWITCH
CAPTAIN
TRIM
SWITCH
CAPTAINS
CONTROL
COLUMN
CONT
ELECTRIC
ALTERNATE
SWITCHES
TRIM UP LIMIT
FLAPS RETRACTED
FLAPS NOT RETRACTED
ARM
STABILIZER
STABILIZER
TRIM
CONTROL
MODULE (R)
CONTROL
BRAKE RELEASE
PRESSURE
BRAKE
SOV
TRIM
DOWN
LIMIT
TRIM LIMIT
SELECT RELAY
FIRST
OFFICERS
CONTROL
COLUMN
HYDRAULIC
SYSTEM (C)
ELEVATOR FEEL
PRESSURE (C)
ARM
DN
UP
STAB
TRIM LT
TDA
FCC
(C)
DN
UP
UNSCHED
STAB LT
NOSE DWN
MOTOR
NOSE UP
1
4
HYDRAULIC
CUTOUT SWITCHES
STABILIZER
TRIM BALL
SCREW
ASSEMBLY
NOSE UP
MOTOR
NOSE DWN
TRIM LIMIT
SELECT RELAY
ADC
(L)
1
SAM L
FCC
(L)
TDA
MACH
TRIM
FLAPS RETRACTED
FLAPS NOT RETRACTED
BRAKE RELEASE
PRESSURE
CONTROL
ELEVATOR
FEEL PRESSURE (L)
5
8
SOV
STABILIZER
TRIM
CONTROL
MODULE (L)
TRIM UP LIMIT
TUA
TDC
TUC
BRAKE RELEASE
BRAKE
ARM
TRIM
DOWN
LIMIT
HYDRAULIC
SYSTEM (L)
2
L HYD SYS
PRESSURE
ELECTRICAL
1
SYNCHRO (L)
SYNCHRO (C)
SYNCHRO (R)
NOT USED
FIRST OFFICER
POSITION
INDICATOR (R)
1
RVDT
(L)
RVDT
(C)
RVDT
(R)
FSPM
(L)
FSPM
(C)
FSPM
(R)
MECHANICAL
DATA BUS
HYDRAULIC
CAPTAIN
POSITION
INDICATOR (L)
AND FLIGHT
DATA RECORDER
G62741CP
Auto Trim
Position Indication
During auto trim operation, the controlling FCC controls one SAM.
The left and right FCCs control the left and right SAMs
respectively while the centre FCC controls whichever SAM is
initialized. The controlling FCC commands its SAM to power the
solenoid valves of its STCM. The stabilizer moves at half rate.
Each synchro in the left and right limit switch and position
transmitter modules drives a black/white tape on the position
indicators on either sides of the P10 control stand, The indicator
scale is graduated in units of stabilizer movement. A green band
indicates the correct range of stabilizer position during takeoff.
Mach Trim
During flight with flaps and slats retracted, with no other trim
command no FCC the mach trim circuit of the controlling SAM
commands the stabilizer movement at half rate of speed as a function
of a change of mach number. This enhances the longitudinal stability
of the airplane during speed changes.
Fault Annunciation
Both SAMs annunciate faults by setting fault balls on the face plate
of the modules and initiating a maintenance (M) level message
STAB TRIM on EICAS.
During uncommanded movement of the stabilizer, or movement in
the direction opposite to the one commanded, the caution (B) level
message UNSCHD STAB TRIM appears on EICAS and the
UNSCHED STAB TRIM amber light illuminates on the P5 panel.
If the stabilizer moves at half rate of speed during a manual electric
trim command, the advisory (C) level message STAB TRIM appears
on EICAS and the STAB TRIM amber light illuminates on the P5
panel.
M00087D0.PST
AIR/GND
LOGIC
4
C
HYD SYS
PRESS
EICAS
COMP
(2)
6
1
FCC
(R)
SAM R
MACH
TRIM
ADC
(R)
8
BRAKE RELEASE
TUC
TDC
TUA
LOGIC CROSSFEED
FIRST
OFFICER
TRIM
SWITCH
CAPTAIN
TRIM
SWITCH
CAPTAINS
CONTROL
COLUMN
CONT
ELECTRIC
ALTERNATE
SWITCHES
TRIM UP LIMIT
FLAPS RETRACTED
FLAPS NOT RETRACTED
ARM
STABILIZER
STABILIZER
TRIM
CONTROL
MODULE (R)
CONTROL
BRAKE RELEASE
PRESSURE
BRAKE
SOV
TRIM
DOWN
LIMIT
TRIM LIMIT
SELECT RELAY
FIRST
OFFICERS
CONTROL
COLUMN
HYDRAULIC
SYSTEM (C)
ELEVATOR FEEL
PRESSURE (C)
ARM
DN
UP
STAB
TRIM LT
TDA
FCC
(C)
DN
UP
UNSCHED
STAB LT
NOSE DWN
MOTOR
NOSE UP
1
4
HYDRAULIC
CUTOUT SWITCHES
STABILIZER
TRIM BALL
SCREW
ASSEMBLY
NOSE UP
MOTOR
NOSE DWN
TRIM LIMIT
SELECT RELAY
ADC
(L)
1
SAM L
FCC
(L)
TDA
MACH
TRIM
FLAPS RETRACTED
FLAPS NOT RETRACTED
BRAKE RELEASE
PRESSURE
CONTROL
ELEVATOR
FEEL PRESSURE (L)
5
8
SOV
STABILIZER
TRIM
CONTROL
MODULE (L)
TRIM UP LIMIT
TUA
TDC
TUC
BRAKE RELEASE
BRAKE
ARM
TRIM
DOWN
LIMIT
HYDRAULIC
SYSTEM (L)
2
L HYD SYS
PRESSURE
ELECTRICAL
1
SYNCHRO (L)
SYNCHRO (C)
SYNCHRO (R)
NOT USED
FIRST OFFICER
POSITION
INDICATOR (R)
1
RVDT
(L)
RVDT
(C)
RVDT
(R)
FSPM
(L)
FSPM
(C)
FSPM
(R)
MECHANICAL
DATA BUS
HYDRAULIC
CAPTAIN
POSITION
INDICATOR (L)
AND FLIGHT
DATA RECORDER
G62741CP
(Continued)
INTENTIONALLY BLANK
ELEVATORS
Table of Contents
Subchapter
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR FEEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR NEUTRAL SHIFT - 200 AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR POSITION INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR SYSTEM SUMMARY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page
115
127
135
149
155
159
INTENTIONALLY BLANK
INTRODUCTION
g62741cp
M0007E1C.PST
ELEVATORS
LATERAL
AXIS
PITCH
CONTROL
62730AAA
Control
Pilot control is by moving the control columns. Control cables
transfer the input to elevator aft quadrants which command the
PCAs. The PCAs are powered by the three hydraulic systems.
In autopilot mode, the operating FCC electrically commands the
autopilot servos which input to the elevator quadrants and the PCAs.
Control column feel is provided by the feel and centering unit. The
feel at the column is varied as a function of airspeed by the elevator
feel computer.
A stick nudger, commanded by the stall warning computers, moves
the elevators and the control columns to cause a nose down attitude
of the airplane.
M0007E2D.PST
CONTROL
COLUMNS
CONTROL CABLES
CWS
T/X
AUTOPILOT
FLIGHT CONTROL
COMPUTERS
POWER
AUTOPILOT
CONTROL
SERVOS
ACTUATORS
ELEVATOR
PITOT- STATIC
PRESSURE
STABILISER
TRIM
POSITION
NEUTRAL
SHIFT
ELEVATOR
FEEL
COMPUTER
AFT
QUADRANTS
CENTERING
UNIT
OVERRIDE
MECHANISM
STALL
WARNING
COMPUTERS
FEEL AND
ELEVATORS
STICK
NUDGER
767-200 A/C
62730ABA
Elevator Position
Elevator positions are shown on the lower left corner of the EICAS
status page.
M00081A9.PST
ELEV FEEL
RUD
AIL
ELEV
AIL
Stall Warning
Dual stick shakers provide stall warning. A stick nudger, on the feel
and centering unit, provides a forward force to the control columns
for stall recovery. The shakers and nudger are controlled by two stall
warning computers.
Aft Controls
Elevator Feel Computer
Aft Quadrants
The left cables are connected to the left aft quadrant (captains) and
the right cables to the right aft quadrant (first officers). The aft
quadrant torque tubes pivot on the airplane structure. They are
located directly aft of the horizontal stabilizer.
The two aft quadrants are interconnected by a rod and an override
mechanism.
Three autopilot servos are mounted on the aft fuselage structure and
input to the two aft quadrants by connecting rods. Two servos input
to the left aft quadrant and one to the right aft quadrant.
FIRST OFFICERS
CONTROL COLUMN
CAPTAINS
CONTROL COLUMN
TENSION
REGULATOR
QUADRANT
(2 PLACES)
CONTROL
COLUMNS
OVERRIDE
MECHANISM
OVERRIDE MECHANISM
FEEL AND
CENTERING
UNIT
E2A
E2B
AUTOPILOT PITCH
CONTROL SERVO
(3 PLACES)
HORIZONTAL
STABILIZER
STICK SHAKER
(2 PLACES)
EB0
FEEL
COMPUTER
EA0
SLAVE CABLE
INTERCONNECT
E1A
AFT QUADRANT
INTERCONNECT
ROD
E1B
CENTER LINE OF
STABILIZER REAR
SPAR HINGES
SLAVE CABLE
QUADRANT
(2 PLACES)
AFT QUADRANTS
OVERRIDE
MECHANISM
POSITION
TRANSMITTER
(2 PLACES)
FWD
OUTBD
767-200 AIRPLANES
767-300 AIRPLANES
G62730BK
Feel force at the control columns are varied by the feel computer as
a function of airspeed and stabilizer position.
The override mechanism allows the elevator system to operate in
case of a jam in the feel and centering mechanism.
Elevator Controls
The aft quadrants output by connecting rods to all three power
control actuators (PCAs) on each outboard elevator.
Position Transmitters
Position transmitters are connected by cranks and linkages to each
inboard elevator to provide elevator position signals to the EICAS
computers.
Operation
The elevator control system consists of two equal systems working in
parallel. Normally the two systems work together. Howerver in case
one system is jammed, the left control column operates the left
elevator or the right column the right elevator.
In command (CMD) mode of autopilot, the operating FCCs
command the elevator movement and backdrive the control columns.
M0007E42.PST
FIRST OFFICERS
CONTROL COLUMN
CAPTAINS
CONTROL COLUMN
TENSION
REGULATOR
QUADRANT
(2 PLACES)
CONTROL
COLUMNS
OVERRIDE
MECHANISM
OVERRIDE MECHANISM
FEEL AND
CENTERING
UNIT
E2A
E2B
AUTOPILOT PITCH
CONTROL SERVO
(3 PLACES)
HORIZONTAL
STABILIZER
STICK SHAKER
(2 PLACES)
EB0
FEEL
COMPUTER
EA0
SLAVE CABLE
INTERCONNECT
E1A
AFT QUADRANT
INTERCONNECT
ROD
E1B
LEFT AFT QUADRANT
OUTPUT ARM
CONTROL ROD
CENTER LINE OF
STABILIZER REAR
SPAR HINGES
SLAVE CABLE
QUADRANT
(2 PLACES)
AFT QUADRANTS
OVERRIDE
MECHANISM
POSITION
TRANSMITTER
(2 PLACES)
FWD
OUTBD
767-200 AIRPLANES
767-300 AIRPLANES
G62730BK
(Continued)
INTENTIONALLY BLANK
g62730bk
M0007E8F.PST
F/OS
CONTROL
COLUMN
CAPTS
CONTROL
COLUMN
RIG PIN NO. 1
(INSERTED FROM
BOTTOM)
FLIGHT COMPARTMENT
FLOOR LINE (REF)
HINGE
RIG PIN
NO. 2
CAPTAINS
TORQUE TUBE
TENSION SCALE
STICK
SHAKER
FIRST OFFICERS
TORQUE TUBE
TENSION
REGULATOR (2)
COLUMN
PIVOT
COMPRESSION
SPRINGS (2)
COLUMN
PIVOT
COLUMN OVERRIDE
SPRINGS (25 LB/CW)
OUTPUT
CRANK
CAM
(FIRST OFFICERS
COLUMN)
FWD
FWD
TYPICAL COLUMN - SIDE VIEW
___________________________
ROLLER
(CAPTS COLUMN)
COLUMN OVERRIDE
__________________
62730BCA
The feel unit is mounted on the aft side of the bulkhead aft of the
stabilizer. The feel unit transmits hydraulic and mechanical feel
forces through cranks and adjustable pushrods to the elevator aft
quadrants. The feel unit is supported by a single pivot on the
bulkhead, and is restrained from rotation by the pushrod attached to
the neutral shift and override mechanism (-200 aircraft) or override
mechanism (-300 aircraft). Access to the feel unit is through the
lower service door aft of the horizontal stabilizer.
CAUTION
Do not stand on the service access door as it could
release from the weight applied.
The aft quadrants are supported by offset pivot bearings at the top
and bottom of the quadrants. The aft quadrants are mounted on two
offset torque tubes which pivot on airplane structure. The two torque
tubes are interconnected by a connecting rod with an override
mechanism. Two torque tubes are connected to a feel and centering
unit. The torque tubes output to the power control actuators (PCAs)
by cranks and rods.
Stick Nudger
A stick nudger, installed on the feel and centering mechanism,
provides an airplane nose-down command to the elevator when the
stall warning computers signal the approach of a stall.
Autopilot Servos
Three autopilot servos input to the torque tubes by connecting rods.
Maintenance Practices
There are two upper extensions on the torque tubes with rig pin
holes in them that align with rig pin holes in aicraft structure when
elevators are in the neutral positon.
M0007ED5.PST
OVERRIDE MECHANISM
AUTOPILOT
SERVO
ACTUATOR
AUTOPILOT
SERVO
ACTUATOR
SEE A
1
AFT QUADRANT
INTERCONNECT
ROD
STICK NUDGER
UPPER FEEL UNIT ARM
(LOWER FEEL UNIT ARM
IDENTICAL, NOT SHOWN)
HYDRAULIC
LINES TO
FEEL
COMPUTER
RIGHT AFT
QUADRANT
LEFT AFT
QUADRANT
767-200 AIRPLANES
767-300 AIRPLANES
LEFT AFT
QUADRANT
OUTPUT ARM
CONTROL ROD
AFT QUADRANT
MASS BALANCE
AUTOPILOT SERVO
ACTUATOR
A
AFT QUADRANT
MASS BALANCE
G62731AA
Servo Engage
When the autopilot is engaged the Flight Control Computer (FCC)
sends an elevator hydraulic arm discrete (dc) to servo valve #1
(SV1).
The FCC send commands to the EHSV to synchronise the actuator
piston (autopilot LVDT) with the output crank (output LVDT).
M0007EFB.PST
SOLENOID VALVE 2
ELECTRICAL
CONNECTOR
ELECTRO-HYDRAULIC
SERVO VALVE (EHSV)
AUTOPILOT LVDT
SOLENOID VALVE 1
FILTER
COVER
POWER OUTPUT
TO ELEVATOR
CONTROL LINKAGE
ELECTRICAL
CONNECTOR
OUTPUT LVDT
SOLENOID
VALVE NO. 2
(SV2)
PRESSURE
REGULATOR
HYDRAULIC
RETURN PORT
ELECTRO-HYDRAULIC
SERVO VALVE (EHSV)
HYDRAULIC
PRESSURE
PORT
FILTER
R C1C2 P
C R P
SOLENOID
VALVE NO. 1
(SV1)
P
C
R
P
R
C
ORIFICE
ROLLER
P R
INTERNAL
CRANK
AUTOPILOT LVDT
RELIEF
VALVE
DETENT
PISTON
DETENT
PISTON
DISENGAGE
SPRINGS
OUTPUT LVDT
ACTUATOR PISTON
CENTERING SPRING
ACTUATOR
PISTON
OUTPUT CRANK
TO ELEVATOR POWER
CONTROL ACTUATORS
62212AOA
INTENTIONALLY BLANK
g62212ao
Hydraulic Feel
The connecting rod from the right aft quadrant torque tube (first
officers) connects to a input crank on the lower side of the feel and
centering unit; the rod from the left torque tube (captains) connects
to the input crank on the upper side of the unit.
The feel and centering units are connected to the override mechanism
by a rod.
M0007F2B.PST
AFT QUADRANT
TORQUE TUBES
OVERRIDE
MECHANISM
UP
STICK
NUDGER
FWD
CONTROLS
ACCESS DOOR
OUTPUT SHAFT
ASSEMBLY (2)
PIVOT
SUPPORT
FEEL AND
CENTERING
UNIT
UP
TIE (4)
BIAS SPRING
LINK (2)
FWD
FEEL
ACTUATOR
CAM
STOP (2)
CAM FOLLOWER
LOWER
INPUT CRANK
MECHANICAL
FEEL
SPRING
LOWER
INPUT
CRANK
LEVER (2)
BOTTOM VIEW
_____________
TOP VIEW
_________
UPPER
INPUT
CRANK
FEEL ACTUATOR
62730AHA
STICK NUDGER
General Description
The stick nudger consists of an electric actuator, crank assembly and
spring mounted on the upper face of the feel and centering unit. The
electric actuator is pivot mounted on the feel unit and rotates a crank
assembly which then pulls on the stick nudger spring. The spring is
attached to the upper (captain) input crank of the feel unit.
The stick nudger actuator consists of a 28 volts dc electric motor
which extends and retracts a rod. Switches internal to the actuator
cutout electric power at the end of the stroke.
Operation
During normal operation, the nudger actuator is retracted. The centre
line of the crank assembly left end coincides with the pivot of the
upper input crank. Elevator command inputs are not affected by the
stick nudger.
During flight with flaps and slats retracted, a stall warning from both
stall warning computers results in commanding the actuator to
extend. As the actuator extends, the rotation of the crank assembly
pulls on the nudger spring and rotates the upper input crank. If the
pilot does not restrain the movement of the column, the stick nudger
applies an airplane nose-down command to the elevator. If the pilot
restrains the movement of the column, the stick nudger spring is
stretched further as the nudger actuator extends.
When the stall warning stops, the nudger actuator is commanded to
retract and repositions the crank assembly.
M0007FF1.PST
CRANK
ASSEMBLY
STICK NUDGER
SPRING
UPPER
INPUT CRANK
CRANK
ASSEMBLY
STICK NUDGER
ACTUATOR
ACTUATOR RETRACTED
STICK NUDGER
ACTUATOR
STICK NUDGER
SPRING
PIVOT POINTS
NOT ALIGNED
UPPER
INPUT CRANK
62730ARA
STICK NUDGER
g62730ar
Operation
The elevator feel computer is a dual hydro-pneumatic unit which
receives airspeed signal from two pitot pressure lines. The stabilizer
position is transmitted to the feel computer by a rod connected to the
stabilizer.
Hydraulic feel pressure increases with an increase in airspeed and
nose down trim. At the feel unit, the pilot feels the effect of the
higher pressure only. The feel force is unaffected if one computer is
inoperative.
A bias spring biases the stabilizer input crank towards the airplane
nose-down position. If the stabilizer input rod fails, the feel pressures
can then vary to the full range of pitot pressure changes.
M0007F70.PST
STABILIZER
TRIM
INPUT
ROD
SERVICE
ACCESS DOOR
RIG PIN
HOLE
NO. 11
ELEVATOR
FEEL
COMPUTER
DIMENSION A
PITOT
PRESSURE
LINES(2)
BIAS
STABILIZER
HYDRAULIC FEEL
PRESSURE LINES
UP
INBD
BIAS
SPRING
FWD
FWD
G62730AK
M0007F91.PST
Operation
A metering valve in each computer half meters hydraulic system
pressure as a function of airspeed. Pitot dynamic (Q) pressure moves
a bellows and forces the metering valve to move against a preloaded
spring. The output feel pressure is ported to a feedback chamber, at
the other end of the metering valve, to balance the bellows input
force. The output feel pressures are sent to the feel actuator on the
feel and centering unit and to the rate control valves on the two
stabilizer trim control modules (STCM).
Pitot pressure on the computer bellows opposes static air pressure on
the opposite side. The difference pressure is applied to the metering
valve. Auxiliary pitot 1 and 2 is used for all Aircraft. B767200
Aircraft use local static and B767300 Aircraft use auxiliary static 1
and 2.
When airspeed changes, the changing bellows input force results in a
corresponding change in the output feel pressures to the feel actuator
of the feel and centering unit. When an elevator input command is
made, the pistons of the feel actuator move outwards. The hydraulic
Components
Cam: A cam positioned by the horizontal stabilizer movement
compresses a spring which limits the movement of the bellows
and the metering valve. As the stabilizer moves to trim the
airplane nose-up, maximum output feel pressures are gradually
limited to a lower value.
Relief valve: A relief valve is provided in each half of the feel
computer to limit feel pressures to 160 percent of normal output
pressures.
Check valve: A check valve in the return lines prevents system
return line pressure fluctuations from affecting the feel pressure.
A pressure relief valve: A pressure relief valve in the return line
from each computer half maintains 40 to 60 psi in the return lines
to prevent an erroneously high feel pressure in the event of the
loss of pneumatic pressurization of the left or center resevoir.
Differential pressure switches: The output pressure from each
computer half is monitored by two differential pressure switches.
When one output feel pressure differs from the other by 25
percent or more for more than 30 seconds with both hydraulic
systems pressurised, the ELEV FEEL message appears on the
status and maintenance pages of EICAS. This message is latched
in the air mode in the EICAS memory.The airplane cannot be
dispatched with the ELEV FEEL status and maintenance message
appearing on EICAS.With both hydraulic systems pressurised,
closing the tail flight control shut off valve on the left or centre
system triggers the annunciation after 30 seconds.
M0007F9E.PST
.
1
STABILIZER
UP
INBD
FWD
FLIGHT CONTROLS
HYD DISTR L
PITOT SYSTEM
PITOT PRESS.
FLIGHT CONTROLS
HYD DISTR CTR
PITOT SYSTEM
INPUT SPRING
ARM
ELEV FEEL
BELLOWS
BELLOWS
RETURN LINE
RELIEF VALVE
40 TO 60 PSI
RUD
STOP
ARM
RELIEF
VALVE
STATIC
SOURCE
APL
NOSE UP
RELIEF
VALVE
APL
NOSE UP
STATIC
SOURCE
METERING VALVE
L EICAS COMPUTER
(E8)
PRESS DIFF
L, C, HYD SYS
PRESS. 30 SEC TD
LEGEND
PRESSURE
CENTERING
SPRING
R EICAS COMPUTER
(E8)
F/O
INPUT
S2
BIAS
SPRING
S1
D432
1
NC 5
2
CAPT
INPUT
METERED
PRESSURE
2
TIES &
LINKS
FEEL
ACTUATOR
RETURN
G62730AM
Components (Continued)
Feel pressures: The output feel pressures can vary from 175 psi to
1150 psi above return line pressure at airspeeds from 0 to about
350 knots with the horizontal stabilizer in the neutral position.
M0007F9E.PST
.
1
STABILIZER
UP
INBD
FWD
FLIGHT CONTROLS
HYD DISTR L
PITOT SYSTEM
PITOT PRESS.
FLIGHT CONTROLS
HYD DISTR CTR
PITOT SYSTEM
INPUT SPRING
ARM
ELEV FEEL
BELLOWS
BELLOWS
RETURN LINE
RELIEF VALVE
40 TO 60 PSI
RUD
STOP
ARM
RELIEF
VALVE
STATIC
SOURCE
APL
NOSE UP
RELIEF
VALVE
APL
NOSE UP
STATIC
SOURCE
METERING VALVE
L EICAS COMPUTER
(E8)
PRESS DIFF
L, C, HYD SYS
PRESS. 30 SEC TD
LEGEND
PRESSURE
CENTERING
SPRING
R EICAS COMPUTER
(E8)
F/O
INPUT
BIAS
SPRING
S1
S2
D432
1
NC 5
2
CAPT
INPUT
METERED
PRESSURE
2
TIES &
LINKS
FEEL
ACTUATOR
RETURN
G62730AM
(Continued)
INTENTIONALLY BLANK
g62730am
Operation
The neutral shift linkage comprises a spring carrier assembly pivoted
on a bracket of the stabilizer compartment structure. The movement
of the carrier assembly is inhibited by grounding springs and a
grounding stop when the stabiliser position is between 0 and 8.5
units. A crank assembly pivoted on the carrier assembly is connected
to the horizontal stabilizer by a link. When the stabilizer position
reaches 8.5 to 14.8 Units, the crank assembly contacts the tube stop
and forces the carrier assembly to rotate. This rotation is then
transmitted by the cam lever assembly and the connecting rod to
rotate the feel and centering unit.
Override Mechanism
The neutral shift linkage also includes an override mechanism. The
override cam is part of the cam lever assembly. The roller is
mounted on the follower arm assembly pivoted on the spring carrier
assembly. Three springs keep the roller on the cam surface.
M0007FD0.PST
AFT QUADRANT
TORQUE TUBES
OVERRIDE
MECHANISM
HORIZONTAL
STABILIZER
CONTROLS
ACCESS DOOR
UP
NEUTRAL SHIFT GROUNDING
FWD
FEEL
ACTUATOR
ROLLER
FS = 80 LBS
GROUND STOP
CRANK ASSY
CAM LEVER ASSY
TUBE STOP
(CONTACTED AT 8.4 UNITS)
STABILIZER PUSHROD
SPRING CARRIER
ASSY
G62730BH
M0007FDB.PST
CAPTAINS
CONTROL
COLUMN
F/O
CONTROL
COLUMN
FWD
FWD
INBD
COLUMN FWD
>2.2 TO 2.7
ELEV TE DOWN
LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULE (3)
+2
-2
-4
-6
-8
-10
-12
10
12
14
3
4
5
(DEGREES)
STAB POSITION
(UNITS)
8-4
ELEV TE UP
G62730AP
INTENTIONALLY BLANK
g62730ap
The left and right transmitters are mounted on the inboard aft face of
the horizontal stabilizer rear spar near the fuselage, one each side of
the airplane. The transmitters are mechanically connected to the
respective elevator panels via an adjustable control rod. The
transmitters are powered by seperate 28 volt ac Buss, and supply a
signal to the EICAS computers, to display the elevator position
pointers on the status page.
Transmitter Failure
If a transmitter fails, its position pointer is not shown on the status
page. The elevator operation must be visually checked for each
dispatch of the airplane. Full elevator movement on the ground
should move the pointer to or past the up or down mark on the status
page.
Transmitter Replacement
The replacement procedure of the elevator position transmitters is the
same as the ailerons transmitters. The transmitter is installed with the
stabilizer set at 2 units (neutral) and the elevator faired. For fine
adjustment, the transmitter is adjusted to obtain a signal of less than
50 millivolts by the null adjusting sleeve on the control rod. This is
done using a digital voltmeter and breakout box equipment, and
M00081B6.PST
28V AC
C4101
L BUS
TRANSMITTER
CONTROL ROD
CX
NC
L EICAS COMPUTER
(E8)
ELEV
HINGE
LINE
M517 L ELEV
POSN XMTR
28V AC
R BUS C4102
ELEV POSN
TRANSMITTER
(2)
NC
CX
R EICAS COMPUTER
(E8)
FWD
M518 R ELEV
POSN XMTR
INBD
RUD
AIL
ELEV
AIL
62738AAA
INTENTIONALLY BLANK
g62738aa
ELEVATOR SCHEMATIC
General Description
The elevator control system is commanded by fore and aft movement
of either control column, autopilot servos and stick nudger.
The system has two redundant paths, one on the left side and one on
the right side of the airplane. Each path commands its own elevator
power control actuators (PCA). The two paths can be separated in
case of a jam by overrides at the column torque tubes and at the aft
quadrants. Movement of the column is transferred to a cable tension
regulator quadrant.
Cables connect the forward quadrants to the aft quadrants. The aft
quadrants are mounted on their own offset torque tubes. These torque
tubes are interconnected through an override and an asymmetry
limiter.
F/O CONTROL
COLUMN
CAPTAINS CONTROL WHEEL
E-2
CAPTAINS CONTROL
COLUMN
TS14 R ELEV
CONT FORCE XDCR
CONTROL COLUMN
OVERRIDE MECH
TORQUE TUBE
E-1
AILERONS
CABLE TENSION
REGULATOR
QUADRANT (2 PLS)
M240 LEFT
STICK SHAKER
STA 1005
AILERONS
TS15 L ELEV CONT
FORCE XDCR
COLUMN POSITION
SWITCHS (TYP)
CONTROL COLUMN
ASSEMBLY
M272 C ELEVATOR
AUTOPILOT SERVO
STA 980
STA 1757
E1A-1
STA 709
STA 1777
E1A-2
E1B-1
M273 R ELEVATOR
AUTOPILOT SERVO
E2A-3
E-4
STA 1767
ADJ
E2B-3
STA 687
E-3
E1B-2
UP
FWD
E1A-3
STA 1780
FROM OVERRIDE
MECH
ADJ
E1B-3
ADJ
TO RIGHT
ELEVATORS
ADJ
ADJ
OUTBD
ELEVATOR FEEL
AND CENTERING
UNIT
FEEL
ACTUATOR
M271 L ELEVATOR
AUTOPILOT SERVO
OVERRIDE MECHANISM
M1139 LINEAR
ACUATOR
ADJ
NOTES:
1. DIRECTIONAL ARROWS ADJACENT TO LINKAGES
AND CABLES INDICATE AIRPLANE NOSE DOWN
E-X TYPICAL RIG PIN LOCATION
TO LEFT
ELEVATORS
AFT QUADRANT
TORQUE TUBES
62730AZA
ELEVATOR SCHEMATIC
g62730ba
ELEVATOR SCHEMATIC
(Continued)
M000807C.PST
605-M24550
FLIGHT CONTROLS
HYD DISTR (C)
ELEVATOR HINGE
FLIGHT CONTROLS
HYD DISTR (L)
FLIGHT CONTROLS
HYD DISTR (R)
STABILIZER
ATTACHMENT
R
P
INTERNALS
SAME AS
R INBD ACTR
ADJ
ELEVATOR
ATTACHMENT
UP
FWD
M518 SHOWN,
M517 OPPOSITE.
P
R
INTERNALS
SAME AS
R INBD ACTR
R
P
INTERNALS
SAME AS
R INBD ACTR
UP
DOWN
R
P
INTERNALS
SAME AS
R INBD ACTR
P
R
INTERNALS
SAME AS
R INBD ACTR
REAR SPAR
HORIZONTAL
STABILIZER
NULL
OUTBD
(TYP 6 PLS)
TO
R CTR
& R OUTBD
PWR CONT
ACTRS
OVERTRAVEL LIMITER
FROM R AFT
QUADRANT
CONTROL INPUT
ACTUATOR OUTPUT
ELEVATOR HINGE
FROM R AFT
QUADRANT
R
C L ELEVATOR HINGE
PCA INPUT
OVERRIDE
(POGO)
P
R INBD PWR CONT ACTR
REAR SPAR
HORIZONTAL
STABILIZER
INBD ELEVATOR
REACTION
LINK
POWER CONTROL
ACTUATOR
(R INBD SHOWN,
OTHERS SIMILAR.)
ADJ
TO L ELEV
SLAVE
MECHANISM
QUADRANT
BODY CONTOUR
EB0-1
EA0-1
RBL 24
EB0-2
BL 0
TO SLAVE
QUADRANT
FROM PCA
R E-8
L E-7
EA0-2
OUTBD ELEVATOR
INBD ELEVATOR
ADJ
R INBD PWR
CONT ACTR
ADJ
R CTR PWR
RIGHT ELEVATORS SHOWN,
LEFT ELEVATORS SIMILAR,
BUT OPPOSITE.
FWD
INTERCONNECT LINK
(4 PLS)
PRESSURE
RETURN
UP
CONT ACTR
OUTBD ELEVATOR
OUTBD
R E-6
TO ELEVATOR
L E-5
R OUTBD PWR
CONT ACTR
LOST MOTION ASSY
SLAVE LINKAGE
(RIGHT SHOWN, LEFT SIMILAR)
OUTBD
E-10 R
E-9 L
62730BAA
ELEVATOR SCHEMATIC
g62730ba
(Continued)
INTENTIONALLY BLANK
RUDDER
Table of Contents
Subchapter
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER FEEL, CENTERING AND TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER RATIO CHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
YAW DAMPING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER POSITION INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER SYSTEM OPERATION SUMMARY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page
167
181
187
205
223
227
231
INTENTIONALLY BLANK
INTRODUCTION
g62730ba
M000798B.PST
VERTICAL
AXIS
RUDDER
YAW
VERTICAL
STABILIZER
62720AAA
M000795C.PST
PCA
F/O
PEDALS
A/P SERVOS
RODS
FWD
QUAD
CAPT
PEDALS
PCA
RODS
CABLES
AFT
QUAD
RODS
RATIO
CHANGER
MECH
RODS
YAW
SUMMING
MECH
PCA
RODS
TRIM ACT
ACTUATOR
SERVOS
RATIO
CHANGER
MODULES
YAW
DAMPER
MODULES
POS XMTR
62720ABA
RUDDER SYSTEM
Forward Controls
Aft Quadrant
In addition to the rudder pedals, the aft quadrant assembly can be
operated by three directional roll out autopilot servos or an electric
trim actuator. The trim actuator inputs through a feel, centering and
trim mechanism mounted on the aft quadrant. The feel, centering and
trim mechanism also provides a feel force to the pedals and centers
the rudder control system when the pedals are released. The trim
actuator is controlled by a knob on the control stand. The autopilot
servos are controlled by flight control computers (FCC) during
autoland.
Position Transmitter
A position transmitter, near the summing mechanism, provides rudder
position signals to the EICAS computers for display on the status
page.
M00079C3.PST
A
LOWER RUDDER PCA
R HYD SYS
AIL
ELEV
YAW DAMPER
SUMMING
MECHANISM
AIL
RUDDER TRIM
10 5
0
5 10
TEMPERATURE
COMPENSATION
LINKAGE
15
AILERON
NOSE
LEFT
LEFT
WING
DOWN
RIGHT
WING
DOWN
R
U
D
D
E
R
YAW DAMPER
SERVOS
NOSE
RIGHT
R YDM
E1
AIL/RUD CONTROL (P8)
RATIO CHANGER
ACTUATOR
L YDM
RUDDER
POSITION
TRANSMITTER
PRIMARY
CONTROL ROD
E2
L RCM
PEDAL
ADJUSTMENT
CRANKS
SECONDARY
CONTROL ROD
E1
R RCM
TRIM ACTUATOR
RUDDER RATIO
CHANGER
MECHANISM
E2
CAPTAINS
RUDDER
PEDALS
FWD
AFT QUADRANT
ASSEMBLY
FIRST OFFICERS
RUDDER PEDALS
FORWARD
QUADRANT
FCC
(3)
TO NOSEWHEEL
STEERING
DIRECTIONAL
ROLLOUT
AUTOPILOT
SERVOS (3)
FWD
FEEL
CENTERING
AND TRIM
MECHANISM
62720AEA
RUDDER SYSTEM
g62720ae
RUDDER SYSTEM
(Continued)
M00079C3.PST
A
LOWER RUDDER PCA
R HYD SYS
AIL
ELEV
YAW DAMPER
SUMMING
MECHANISM
AIL
RUDDER TRIM
10 5
0
5 10
TEMPERATURE
COMPENSATION
LINKAGE
15
AILERON
NOSE
LEFT
LEFT
WING
DOWN
RIGHT
WING
DOWN
R
U
D
D
E
R
YAW DAMPER
SERVOS
NOSE
RIGHT
R YDM
E1
AIL/RUD CONTROL (P8)
RATIO CHANGER
ACTUATOR
L YDM
RUDDER
POSITION
TRANSMITTER
PRIMARY
CONTROL ROD
E2
L RCM
PEDAL
ADJUSTMENT
CRANKS
SECONDARY
CONTROL ROD
E1
R RCM
TRIM ACTUATOR
RUDDER RATIO
CHANGER
MECHANISM
E2
CAPTAINS
RUDDER
PEDALS
FWD
AFT QUADRANT
ASSEMBLY
FIRST OFFICERS
RUDDER PEDALS
FORWARD
QUADRANT
FCC
(3)
TO NOSEWHEEL
STEERING
DIRECTIONAL
ROLLOUT
AUTOPILOT
SERVOS (3)
FWD
FEEL
CENTERING
AND TRIM
MECHANISM
62720AEA
RUDDER SYSTEM
g62720ae
(Continued)
EICAS Indications
A RUDDER RATIO amber light on the P5 overhead panel indicates
the loss of rudder ratio changer function.
EICAS caution and maintenance messages indicate various levels of
ratio changer and yaw damper faults. Caution messages indicate loss
of function. Maintenance messages indicate faults in the associated
system.
M000799A.PST
YAW DAMPER
L
ON
ON
INOP
INOP a
AIR DATA
COMPTR
STALL
WING
ANTI ICE
DUCT LEAK
CONFIG
T/O
GND PROX
LDG
INOP
YAW DMPR
L
EQUIP COOL
FWD
a
WINDOW/
PROBE HEAT
FUEL QTY
AFT
OVERHEAD PANEL
(P5)
15
10
NOSE LEFT
RUDDER TRIM
5
0
5
10
UNITS
RUDDER RATIO
R YAW DAMPER
L YAW DAMPER
15
NOSE RIGHT
ECS/MSG
AILERON
NOSE
LEFT
LEFT
WING
DOWN
RIGHT
WING
DOWN
R
U
D
D
E
R
RUDDER RATIO
YAW DAMPER
NOSE
RIGHT
STATUS
RUD
AIL
ELEV
AIL
62720ACA
M000796C.PST
LEFT
HYDRAULIC
SYSTEM
ON
OFF
ON
OFF
w
a
w
a
T
A
I
L
W
I
N
G
ON
OFF
ON
OFF
w
a
w
a
T
A
I
L
W
I
N
G
ON
OFF
ON
OFF
w
a
FUSE
AUTOPILOT
SERVO
AUTOPILOT
SERVO
AUTOPILOT
SERVO
YAW DAMPER
SERVO
YAW DAMPER
SERVO
LOWER
PWR CONTROL
ACTUATOR
RATIO
CHANGER
ACTUATOR
RIGHT
HYDRAULIC
SYSTEM
1
P61 SIDE PANEL
CENTER
HYDRAULIC
SYSTEM
MECH
LINKAGES
MIDDLE
PWR CONTROL
ACTUATOR
UPPER
PWR CONTROL
ACTUATOR
G62720AD
INTENTIONALLY BLANK
g62720ad
Trim Function
The functions of the rudder feel, centering and trim mechanism are
to provide a mechanical feel force at the rudder pedals, to return the
rudder control system to a neutral position upon removal of a control
input and to enable the trim actuator to input to the control system.
The feel, centering and trim mechanism consist of spring and roller
arms that are connected to the trim actuator rod end and to each
other by springs. The spring arm is bearing mounted on a cam
attached to the offset torque tube of the aft quadrant assembly. The
springs between the arms hold the roller of the roller arm in the cam
detent.
Feel Function
Rotation of the aft quadrant assembly, by rudder pedals or autopilot
servo inputs, moves the cam attached to the offset torque tube. The
roller arm, spring loaded on the cam face, cannot rotate with the cam
as the springs and the roller arms are held by the trim actuator. Cam
rotation causes the roller to be forced out of the cam detent which
stretches the springs. The cam shape requires a breakout force of 14
lb at the rudder pedals increasing to 77 lb at full rudder control
input.
Centering Function
When the control input is removed, the springs force the roller to roll
in the cam detent returning the rudder control system to the trimmed
position.
M0007A90.PST
CONTROL RODS
TRIM
TO RATIO CHANGER ACTUATOR
MECHANISM
TRIM ACTUATOR
ELECTRICAL
CONNECTOR
TORQUE TUBE
OFFSET
TORQUE TUBE
CAM
AFT QUANDRANT PIVOT AND
SPRING ARM BEARING
SPRING
ARM
DIRECTIONAL
AUTOPILOT
SERVOS (3)
FEEL
CENTERING AND
TRIM MECHANISM
OUTPUT TO
RATIO CHANGER
MECHANISM
ROLLER
ROLLER ARM
TRIM
ACTUATOR
FWD
OFFSET
TORQUE TUBE
centered ( rudder trailing edge within the index groove ) and the feel,
centering and trim mechanism rollers in the cam detent. Loss of
power to the trim indicator causes the pointer to move off scale. The
RVDT is not line replaceable.
Trim Operation
Operation of the trim actuator backdrives the aft quadrant assembly
and the rudder pedals.
Trim Indication
The rudder trim indicator is driven by a rotary variable differential
transformer (RVDT) in the trim actuator. A pointer shows the rudder
trim position in units. Full rudder trim should be indicated by a
minimum of 14 units. An adjusting screw is on the aft side of the
aileron/rudder control module to zero the pointer with the rudder
M0007ABE.PST
R
U
D
D
E
R
28V AC
L XFR BUS
RUDDER
TRIM
POSITION
(K17)
POWER
SUPPLY
PANEL
324 BL
TAPE
DRIVE
A
N83 RUDDER TRIM INDICATOR
TRIM
ACTUATOR
FWD
NOSE LEFT
ZERO
ADJUST
25L
INDICATOR
ADJUSTMENT
28V DC
STBY BUS
15L
RUDDER
TRIM
CONTROL
(K18)
A
LEFT (EXT)
5L
5R
15R
CONTROL SWITCH
25R
NOSE RIGHT
RIGHT (RET)
FWD
G62721AG
INTENTIONALLY BLANK
g62721ag
If the ratio changer control system fails three springs drive the
bellcranks away from the torque tube ensuring full authority of the
rudder control system.
Adjustment
Adjustment of the ratio changer is carried out in conjunction with the
YAW DAMPER mechanism.
M0007AE6.PST
RIGHT
BELLCRANK
LEFT
BELLCRANK
YAW DAMPER
SUMMING MECHANISM
ACTUATOR
LUG
TEMPERATURE
COMPENSATION
LINKAGE
LVDT
OFFSET
TORQUE
TUBE
CENTERING AND
BIAS SPRING
YAW DAMPER
SERVOS (2)
SUPPORT
BEARING
CRANK
ADJUSTING
NUT
RETURN SPRINGS
(3)
RATIO CHANGER
ACTUATOR
PCAS
BUS ROD
(ADJUSTABLE)
ACTUATOR EXTENDED (HIGH SPEED)
FWD
PRIMARY
CONTROL
ROD
SECONDARY
CONTROL PATH
RATIO CHANGER
ACTUATOR
PRIMARY
CONTROL
PATH
LOAD LIMITER
WITH CRUSH CORE
RUDDER RATIO
CHANGER LVDT
ROTATIONAL AXIS
AFT QUADRANT
MECHANISM
TORQUE TUBE
RUDDER RATIO
CHANGER MECHANISM
SECONDARY
CONTROL ROD
AFT QUADRANT
MECHANISM
Ground Test
A ground test positions the actuator to a 360 knots position for
system adjustment. In the test position, rig pin 6 can be inserted
when the ratio changer mechanism is properly rigged. The linear
variable differential transformer (LVDT) is adjusted to position the
mechanism for rig pin fit.
M0007B1B.PST
4.0
26.5
SECONDARY
CONTROL ROD
PRIMARY
CONTROL ROD
3.0
ACTUATOR
ROTATIONAL AXIS
TORQUE
TUBE
2.0
LVDT
FWD
GROUND TEST/
RIGGING POSITION
CONTROL RODS
TO AFT QUADRANT
MECHANISM
RIG PIN 6
ACTUATOR
1.0
HIGH SPEED
POSITION
TORQUE
TUBE
FWD
2.05
0
120
200
320
Vc
440
LOW SPEED
POSITION
KTS
___________
TOP
VIEW OF
_________
BELLCRANK
_________
POSITIONS
62721AHA
Maintenance Practices
The EHSV, solenoid, filter and screen are line replaceable and can be
removed and installed with the actuator installed. The bypass valve is
not line replaceable.
Rig pins 6 and 7 should fit the bellcranks and torque tube, with the
mechanism positioned by activation of a test switch on one of the
rudder ration changer modules (RRCM). Adjustment is accomplished
by the nut on the LVDT rod end. With rig pin 6 installed, rig pin 7
should also fit, if not, the bus rod must be adjusted.
Failure Conditions
Actuator faults, or ratio changer system failures causing loss of
control, de-energize the solenoid valve which closes the bypass
valve. Left hydraulic pressure moves the mechanism to the low
speed position.
M0007AFE.PST
ACTUATOR
.
SOLENOID
VALVE
BYPASS
VALVE
HIGH SPEED
MODE
RETURN
EHSV
PRESSURE
SOLENOID VALVE
CLEVIS BEARING
MOUNT TO STRUCTURE
PRIMARY
PATH OUTPUT
ACTUATOR
FWD
SECONDARY
PATH
OUTPUT
P
BYPASS
VALVE
R
P
ACTUATOR
LOW SPEED
MODE
ACTUATOR
LOW SPEED
MODE
SOLENOID VALVE
SOLENOID VALVE
FROM
RUDDER
RATIO
CHANGER
MODULES
FILTER
SCREEN
P
ELECTRO HYDRAULIC SERVO
VALVE
M626 RUDDER RATIO CHANGER ACTUATOR
BYPASS
VALVE
LEFT SYSTEM
PRESSURE
RETURN
LEFT SYSTEM
PRESSURE
TO MIDDLE PCA
P
BYPASS
VALVE
R
P
Maintenance Practices
When a fault ball is set on a RRCM, the RRCM cannot control the
ratio changer actuator. Card faults cause the MODULE fault ball to
set which requires module replacement as the cards are not identified
as line replaceable units. Operation is permitted with one RRCM
faulted or not installed.
M0007C12.PST
SOLENOID
VALVE
EHSV
TEST
FAIL
LVDT
IN TEST
MODULE
FAULT
CRANK
TEST
RATIO
CHANGER
ACTUATOR
RIGHT CSEU
(E2-1)
LEFT CSEU
(E1-1)
FAULT
BALL
(TYP)
RCA
FWD
RESET
SPRINGS
NORMAL
FWD
RUDDER RATIO
CHANGER MODULE
P/N 285T0014SERIAL NO
BOEING
EICAS
RUDDER
RATIO LIGHT
RRCM
62721AOA
Operation
A left or right SAM / RRCM pair is randomly selected during SAM
power-up to control the actuator. The other SAM / RRCM pair
remains in a standby mode.
Energizing the ratio changer actuator solenoid valve opens the bypass
valve and provides left hydraulic system pressure to the middle PCA
and to the EHSV.
A dual LVDT on the ratio changer mechanism provides a mechanism
position feedback signal to the RRCM for operation and fault
detection. A separate LVDT element inputs to each RRCM.
Left hydraulic system pressure is monitored by the RRCMs to
enable or disable operation and for fault annunciation.
Air / ground system inputs are used to enable the RRCM ground
test.
M0007AD7.PST
ADC
LEFT STAB
TRIM/AIL
LOCKOUT
MODULE
A/S
LEFT RUDDER
RATIO MODULE
TO MIDDLE POWER
CONTROL ACTUATOR
M528
(E1-1)
LOGIC
LEFT HYD
SYS PRESS
SW
CROSSFEED
RATIO CHANGER
ACTUATOR
BYPASS
VALVE
SOLENOID
VALVE
EHSV
RATIO
CHANGER
MECHANISM
LVDT
A/G SYS
1&2
M626
ADC
RIGHT STAB
TRIM/AIL
LOCKOUT
MODULE
L HYD
SYSTEM
A/S
RIGHT RUDDER
RATIO MODULE
AFT QUADRANT
MECHANISM
M529
(E2-1)
ELECTRICAL
MECHANICAL
HYDRAULIC
62721BEA
RRCM Function
Fault Detection
Faults are detected by the RRCM and indicated by fault balls on the
RRCM and by EICAS messages and an amber light.
SAM Function
The SAM receives air data from both ADCs. An automatic ADC
source selection takes place. The SAM outputs a speed signal and a
validating signal to the RRCM. The speed signal is generated by the
rudder ratio program. A speed signal valid is outputted when the
speed signal is correct, there is no fault in the SAM and at least one
ADC is valid. If these conditions do not exist, the validation signal is
removed.
M0007B33.PST
.
28V DC
L BUS
TO R RRCM
RUDDER RATIO
26V AC
P11
POWER
SUPPLY
15V DC
PSM 1L/2L
HYD PRESS
HIGH
P
2400 PSI
SPEED
SIGNAL
AMPLIFIER
A
SPEED
SIGNAL VALID
L ADC
R ADC
ADC
SOURCE
SELECTION
LEFT HYDRAULIC
PRESSURE HIGH
28V
DC
FAULT
MONITORING
ENGAGING
CONDITIONS
___________________
SPEED SIGNAL VALID
ADC
VALID
SAM
FAULT
SAM
FAULT
BALL
EHSV
ENGAGE
RELAY
A
ENGAGE/
DISENGAGE
RUDDER RATIO
CHANGER
ACTUATOR
DUAL
LVDT
FAULT
FAULT
BALL
TO R RRCM
TO EICAS
COMPUTERS
62721AIA
Ground Test
The LVDT fault ball is set when an LVDT failure has occurred.
The PCA fault ball is set when a fault external to the RRCM,
other than an LVDT fault, exists.
The MODULE fault ball is set when there is an internal fault in
the RRCM.
The fault balls are latched and are reset by pushing on the reset
switch on the face of the RRCM.
The engage relay de-energizes and transfers operation to the other
RRCM if:
When any one of the three fault balls is set, or the opposite RRCM
is absent, the RUDDER RATIO maintenance message appears on
EICAS after a 20 seconds time delay.
As long the test switch is in the TEST position, the amber RUDDER
RATIO light and the advisory message on EICAS remain
illuminated.
If both RRCM fail the test, the TEST FAIL fault ball on both
modules is set and the illuminated RUDDER RATIO light and
advisory message are latched.
The TEST FAIL fault ball is also set if the test switch is returned to
the NORMAL position before test completion.
The test switch is then moved to the NORMAL position. The ratio
changer actuator returns to low speed position. The RUDDER
RATIO light, advisory message and IN TEST LED come on for 15
seconds. Failure to return to low speed position sets the TEST FAIL
fault ball. If both modules fail the test, both TEST FAIL fault balls
are set and the illuminated RUDDER RATIO light and advisory
message are latched.
M0007B9F.PST
RESET
DC
POWER
LVDT
FAULT
28V DC
RESET
LATCH
RESET
EXTERNAL
FAULT
LVDT
F/B
ENGAGE
RELAY
ENGAGE/
DISENGAGE
OPPOSITE MDL
ENGAGED
LATCH
RESET
INTERNAL
RRCM
FAULT
TO SOL VALVE
AMPLIFIED
SPEED SIGNAL
CONTROL
PCA
F/B
LATCH
RESET
MODULE
F/B
15 SEC
15V DC
NORMAL
ON GND
GND
K518
(P33)
TO OPP
RRCM
TO EHSV
(RR ACTUATOR)
GND TEST
TEST FAIL
FUNCTIONS
SW IN TEST
IN
TEST DUAL MODULE FAIL
LED
OPP TEST FAIL
MD & T
RUDDER
RATIO
TEST
FAIL
LVDT
P5
IN TEST
MODULE
FAULT
LATCH
TEST SW
CYCLED
WITHIN
15 SEC
TEST
RESET
TEST FAIL
F/B
PCA
FAULT
BALL
RESET
NORMAL
RATIO CHANGER
MODULE (TYP)
62721ALA
Test Switch
Moving the Switch to TEST:
Drives the ratio changer to the test position (360 knots).
Illuminates the IN TEST light on both modules for 15 seconds
which is the time allowed for test completion.
Illuminates the amber RUDDER RATIO light on the P5 panel
and displays the amber RUDDER RATIO advisory message on
EICAS as long as the switch is in TEST.
If after 15 seconds the ratio changer mechanism has not driven to
the test position as determined by the LVDT feedback, the TEST
FAIL fault ball sets on the module in test or on both modules and
the annunciation by the RUDDER RATIO light and message is
latched.
NOTE: Make sure the rudder moves no more than 0.03 inch when
the RRCM test switch is moved to test then normal. If the
rudder moves to the right, you must decrease the length of
the BLUE (right) control rod. If the rudder moves to the
left, you must increase the length of the BLUE (right)
control rod.
NOTE: The BLUE control rods fit between the feel, centering and
trim mech and the ratio-changer mech and are adjusted by
rotating a knurled adjustment knob on lower end of rod.
M0007BC1.PST
28V DC
L BUS
RUDDER RATIO
(G10)
P11 OVHD CB PNL
ACTUATOR DRIVES
TO TEST POSITION
TEST
FAIL
RIGHT
RRCM
LVDT
IN TEST
TEST
L RATIO CHANGER
MODULE (TYP)
NORMAL
TEST
ACTUATOR DRIVES
TO LOW SPEED POSN
(HIGH AUTHORITY)
TEST
FAIL
LVDT
IN TEST
TEST
NORMAL
L RATIO CHANGER
MODULE (TYP)
TEST
NORMAL
62721AMA
INTENTIONALLY BLANK
g62721am
System Components
The yaw damper system includes two independant yaw damper
modules (YDM) each controlling a yaw damper servo actuator. The
dual system uses inputs from the air data computers (ADCs) (for
airspeed), the inertial reference units (IRUs) (for yaw rate), servo
actuator LVDTs, modal suppression accelerometers (installed on
767-300 only) and air/ground relays to command rudder movement.
Pressure switches in the left and centre hydraulic systems input for
fault detection and indication.
M0007C62.PST
YAW DAMPER
L
R
L YAW DAMPER
R YAW DAMPER
ON w
ON w
INOP
a
INOP
a
A
B
YAW DAMPER
EICAS COMPUTERS
YAW DMPR
L
MODAL 1
SUPPRESSION
ACCELEROMETERS
YAW DAMPER
TEST SWITCH
(P61)
28V DC
STBY BUS
SYSTEM
FAULT
DISPLAY
RESET
DISPLAY
ADP CONTROL
PRESS. SWITCH
S29 (C HYD)
TO PCAs
RUDDER SUMMING
LINKAGE ASSY
A
1
ADC L AND R
FWD
L MODAL
YAW DAMPER SERVOS
SUPPRESSION
ACCELEROMETER SUMMING LEVER
YAW DAMPER MODULE L (E1-1)
IRU L, C, R
INTERNAL
LVDT
SYSTEM
FAULT
DISPLAY
RESET
AIR/GND SYS
TO RUDDER
RATIO
CHANGER
DISPLAY
ACMP CONTROL
PRESS. SWITCH
S27 (L HYD)
28V DC
R DC BUS
RIGHT
YAW DAMPER
SERVO
LEFT
YAW DAMPER
SERVO
B
CSEU PWR SUPPLIES
1R AND 2R
R MODAL
SUPPRESSION
ACCELEROMETER
C HYD
L HYD
1
EHSV
(Continued)
The yaw damper modules output electrical power signals to the yaw
damper servos. One signal is the engage power to the servo solenoid
valve and the other is the controlling current to the servo
electro-hydraulic servo valve.
The modules also monitor the operation of the yaw damper system.
If a fault is detected, it is annunciated on a 12 character
alpha-numeric LED display located on the module front panel. If a
fault message is recorded in either yaw damper module non-volatile
memory (NVM), the EICAS message YAW DAMPER appears on
the maintenance page.
M0007C62.PST
YAW DAMPER
L
R
L YAW DAMPER
R YAW DAMPER
ON w
ON w
INOP
a
INOP
a
A
B
YAW DAMPER
EICAS COMPUTERS
YAW DMPR
L
MODAL 1
SUPPRESSION
ACCELEROMETERS
YAW DAMPER
TEST SWITCH
(P61)
28V DC
STBY BUS
SYSTEM
FAULT
DISPLAY
RESET
DISPLAY
ADP CONTROL
PRESS. SWITCH
S29 (C HYD)
TO PCAs
RUDDER SUMMING
LINKAGE ASSY
A
1
ADC L AND R
FWD
L MODAL
YAW DAMPER SERVOS
SUPPRESSION
ACCELEROMETER SUMMING LEVER
YAW DAMPER MODULE L (E1-1)
IRU L, C, R
INTERNAL
LVDT
SYSTEM
FAULT
DISPLAY
RESET
AIR/GND SYS
TO RUDDER
RATIO
CHANGER
DISPLAY
ACMP CONTROL
PRESS. SWITCH
S27 (L HYD)
28V DC
R DC BUS
RIGHT
YAW DAMPER
SERVO
LEFT
YAW DAMPER
SERVO
B
CSEU PWR SUPPLIES
1R AND 2R
R MODAL
SUPPRESSION
ACCELEROMETER
C HYD
L HYD
1
EHSV
(Continued)
General Description
The two yaw damper servos are mounted side-by-side on the aft spar
of the vertical stabilizer. They both input to a summing lever and the
rudder summing linkage assembly to operate the rudder. The left
hydraulic system powers the right servo while the center system
powers the leftservo.
Solenoid Valve
Electrical power to the solenoid valve is controlled by the yaw
damper ON-OFF switch, located on the P5 panel, through the yaw
damper module auto-disengage relay. When energized, the solenoid
opens the line replaceable valve to allow hydraulic pressure to the
electro-hydraulic servo valve (EHSV). The left servo uses 28 volts dc
from the standby bus while the right servo uses power from the right
dc bus.
Filter
Servo Operation
Hydraulic system pressure is allowed through the open solenoid
valve to the electro-hydraulic servo valve (EHSV) which, under the
command of the yaw damper module, meters it to the actuator
piston. The movement of the actuator piston positions the LVDT
M001420F.PST
YAW DAMPER
L
ON
INOP
w
a
ON
INOP
SOLENOID VALVE
SOLENOID
VALVE
PRESSURE
PORT
FILTER
ELECTROHYDRAULIC
SERVO VALVE
LINEAR VARIABLE
DIFFERENTIAL
TRANSFORMER
ELECTRO-HYDRAULIC
SERVO VALVE
P C1 C2 R
ELECTRICAL
CONNECTOR
RETURN PORT
POSITION LVDT
DRAIN
HOLE
DETENT
CENTERING
SPRING
YAW DAMPER SERVO
OUTPUT
G62721BM
Servo Operation
(Continued)
Output Linkage
The two yaw damper servos output rods are connected to a summing
lever outputing at its centre by means of a connecting rod to the
torque tube input lug of the rudder summing linkage assembly.
When both yaw dampers are operating, their maximum output results
in a 6 degrees rudder movement in each direction. If only one yaw
damper is operative, its maximum output results in a 3 degres rudder
movement in each direction.
M001420F.PST
YAW DAMPER
L
ON
INOP
w
a
ON
INOP
SOLENOID VALVE
SOLENOID
VALVE
PRESSURE
PORT
FILTER
ELECTROHYDRAULIC
SERVO VALVE
LINEAR VARIABLE
DIFFERENTIAL
TRANSFORMER
ELECTRO-HYDRAULIC
SERVO VALVE
P C1 C2 R
ELECTRICAL
CONNECTOR
RETURN PORT
POSITION LVDT
DRAIN
HOLE
DETENT
CENTERING
SPRING
YAW DAMPER SERVO
OUTPUT
G62721BM
(Continued)
Modes
Power up mode (ground or air). Initializes all interfaces, latches,
commands and resets monitors (no actuator movement).
Flight mode (Entered when the airplane is airborne and fade-in is
completed).
Ground operational mode (after power up mode or preflight test
or when the aircraft lands (Airplane is on the ground and fade-out
is complete)
Preflight Test
Power-up Test
The power-up test is initiated automatically on the ground upon
power-up of the YDM, and manually when the control switch is
pushed ON. During the test, the yaw damper switch INOP amber
light illuminates for 20 seconds, the associated level C advisory
message L (R) YAW DAMPER appears on EICAS and the LED
display located on the yaw damper module (YDM) front panel
illuminates the TEST RUNNING message.
The power up test checks the validity of the yaw damper module
internal hardware and software including the control and monitor
microprocessors, the disengage and latching circuits, and the
read/write memory.
The preflight test is initiated on the ground, with the yaw damper
module in ground operational mode, by moving the yaw damper test
switch located on the P61 panel. During the test, both yaw damper
switch INOP amber lights illuminate, the level C messages L
YAW DAMPER and R YAW DAMPER appear on EICAS and the
LED display of the tested module illuminates the TEST RUNNING
message. The other module LED display illuminates the NO
FAULTS NOW message. One yaw damper system is tested at a
time. The preflight test requires left and centre hydraulic pressure for
YDM and servo operation.
M0007C7B.PST
L YAW DAMPER
R YAW DAMPER
L
3
YAW DAMPER
L
ON
INOP
ON
INOP
w
a
RUDDER
POSITION
INDICATOR
RUD
ELEV
AIL
IRU
DADC YD ACT
LVDT AIR/GRD
HYD
PRESS
RESET
YDM
DISPLAY
RESET
YAW DMPR
L
EICAS DISPLAY
UNITS
P/N285T0013SERIAL NO.
BOEING
P/A 285T0013
SERIAL NO.
BOEING
Preflight Test
(Continued)
The preflight test exercises the yaw damper module through various
commands to test the output and the return LVDT position feedback
signals. The yaw damper module commands result in a 3 degrees
movement of the rudder in both directions. In addition the test
initiates testing of the IRUs and verifies their proper inputs to the
module.
At the completion of a successful preflight test, the yaw damper
switch INOP amber lights extinguish, the EICAS level C
messages disappear, the LED display of the tested module
illuminates the NO FAULTS or NO FAULTS NOW message and
the yaw damper module is returned to ground operational mode.
If the preflight test fails, the yaw damper switch INOP amber light
remains illuminated for the faulted system, the applicable level C
message remains on EICAS, the LED display illuminates the
FAULTS NOW message and 28 volts dc power is inhibited to the
solenoid valve preventing the yaw damper servo operation.
Operation
The manual operation of the preflight test on the ground requires
electrical and hydraulic power.
WARNING
All personnel and stands should remain clear of
control surfaces and control columns when
hydraulic systems are pressurised.
Before testing, insure the following:
Electrical: The ac and dc circuit breakers for the flight control
electronics and the circuit breakers for the yaw dampers are
closed. The yaw damper switches on the P5 panel are depressed
to the ON position.
Hydraulic: The center and left hydraulic system are pressurised.
The centre hydraulic pressure is used by the left yaw damper
module and the right servo while the left hydraulic pressure is
used by the right yaw damper module and the left servo.
Interfacing systems: The operation of the following interfacing
systems is required: Air data computers (ADCs); Inertial
reference system (IRUs): The three IRUs need to be aligned and
in the NAV mode; EICAS: Status page; Air ground relays:
Ground mode.
NOTE: The left yaw damper servo is located on the right side and
the right yaw damper servo is located on the left side
looking from the rear of the aircraft.
After power-up of the yaw damper modules, insure a successful
completion of the power-up test by observing that the yaw damper
switch INOP amber lights are extinguished, no L(R) YAW
DAMPER messages appear on EICAS and the LED display
illuminates NO FAULTS or NO FAULTS NOW messages.
M0007C7B.PST
L YAW DAMPER
R YAW DAMPER
L
3
YAW DAMPER
L
ON
INOP
ON
INOP
w
a
RUDDER
POSITION
INDICATOR
RUD
ELEV
AIL
IRU
DADC YD ACT
LVDT AIR/GRD
HYD
PRESS
RESET
YDM
DISPLAY
RESET
YAW DMPR
L
EICAS DISPLAY
UNITS
P/N285T0013SERIAL NO.
BOEING
P/A 285T0013
SERIAL NO.
BOEING
(Continued)
Operation (Continued)
Move the yaw damper test switch to the L or R position and
observe the following:
Both yaw damper switch INOP amber lights are illuminated.
Both level C advisory messages L YAW DAMPER and R
YAW DAMPER appear on EICAS.
The LED display illuminates the TEST RUNNING message on
the tested module.
On the EICAS status page, observe the rudder movement to 3
degrees right then 3 degrees left and return to the neutral faired
position.
Both yaw damper switch INOP amber lights extinguish.
Both EICAS level C advisory messages disappear.
The LED display illuminates the NO FAULTS or NO FAULTS
NOW message.
If any IRU input is not within limits, the FAULTS NOW message
is illuminated on the LED display and the maintenance message
YAW DAMPER appears on EICAS. The yaw damper switch
INOP amber lights are extinguished at completion of the test if
only one IRU provides correct input signals. Review of the fault by
depressing the DISPLAY button on the face of the module
illuminates the fault message L (C, R) IRU on the LED display.
If the preflight test fails, the yaw damper switch INOP amber light
remains illuminated for the faulted system, the applicable level C
message remains on EICAS, the LED display illuminates the
FAULTS NOW message and 28 volts dc power is inhibited to the
solenoid valve preventing the yaw damper servo operation.
M0007C7B.PST
L YAW DAMPER
R YAW DAMPER
L
3
YAW DAMPER
L
ON
INOP
ON
INOP
w
a
RUDDER
POSITION
INDICATOR
RUD
ELEV
AIL
IRU
DADC YD ACT
LVDT AIR/GRD
HYD
PRESS
RESET
YDM
DISPLAY
RESET
YAW DMPR
L
EICAS DISPLAY
UNITS
P/N285T0013SERIAL NO.
BOEING
P/A 285T0013
SERIAL NO.
BOEING
(Continued)
Fault Reset
The YDMs isolate faults to the LRU level within the yaw damper
system and interfacing units. Faults are stored in the non-volatile
memory of the modules. DISPLAY and RESET buttons on the YDM
are used to recall and clear stored faults. Faults are indicated by
messages on a 12 character LED display.
The RESET button is pushed to clear the display and initiate the
power-up test. Pushing the DISPLAY button for 2 seconds resets the
display to the first existing message. Pushing the RESET and
DISPLAY buttons together clears the last flight leg faults from the
display. They can be displayed again by cycling YDM power ON
and OFF. The non-volatile memory of the YDM is cleared 30
seconds after a ground to air input.
Fault Review
To review faults, the DISPLAY button is pushed successively. A
message on the display indicates the status of faults. If there is no
fault, NO FAULTS is displayed. If there are faults, the message
FAULTS NOW indicates there are present faults. Pushing the
DISPLAY button recalls the faults one by one. The message NO
LEG FAULT would indicate there is no last flight leg fault in
memory. The message NO FAULT NOW followed by LAST LEG
indicates that there is no present fault but there are last flight leg
faults. The message FAULTS NOW is followed by the fault
messages. Then if the LAST LEG message appears, it indicates there
are last flight leg faults.
M0007CA3.PST
NO FAULTS
* MEANS LAST
FLIGHT LEG
RESET
SYSTEM
FAULT
DISPLAY
DISPLAY
LEG FAULTS
ONLY
FAULTS NOW
AND LEG FAULTS
FAULTS NOW
NO FAULT NOW
FAULTS NOW
LIST OF
CURRENT
CHANNEL AND
LRU FAULTS
* L IRU
NO FAULTS
FAULTS NOW
ONLY
NO LEG FAULT
LAST LEG
* LIST OF
LAST LEG
* CHANNEL AND
LRU FAULTS
PRESS TO REVIEW
EACH FAULT
LIST OF
CURRENT
CHANNEL AND
LRU FAULTS
LAST LEG
* LIST OF
LAST LEG
* CHANNEL AND
LRU FAULTS
ENGLISH MESSAGES
NO FAULTS
NO FAULT NOW
FAULTS NOW
NO LEG FAULT
LAST LEG
TEST RUNNING
X X X X X (FAULT NOW MESSAGE)
* X X X X X (LAST LEG FAULT MESSAGE)
G62721AX
INTENTIONALLY BLANK
RUDDER PANELS
g62721ax
NOTE: Always make sure the correct part number trim actuator is
fitted to the Aircraft.
Autopilot control is available only during autoland operation and is
limited to approximately 23 degrees.
M000794E.PST
INDEX PLATE
INDEX
PLATE
26.5
41.1"
MINIMUM
APPROX 3.0
YAW DAMPER
16.8
27 INCHES
62721BDA
INTENTIONALLY BLANK
g62721bd
Operation
Transmitter Failure
Transmitter Replacement
The transmitter has two index marks on the housing and one on the
shaft. With the rudder centered, the transmitter is inserted in the
mounting bracket with the marks aligned with the bracket mounting
holes. After installation the transmitter is adjusted to obtain a signal
of less than 50 millivolts by the null adjusting sleeve on the control
rod. The transmitter can also be adjusted by centering the pointer on
the status page.
M0007DC9.PST
SEE A
NULL
ADJUSTMENT
SLEEVE
LOWER PCA
(REF)
CRANK
YAW DAMPER
MECHANISM
(REF)
A
BRACKET
POSITION
TRANSMITTER
RUDDER
RATIO
CHANGER
MECHANISM
(REF)
BRACKET
MOUNTING
HOLES
RUDDER POSITION
TRANSMITTER
ELECTRICAL
CONNECTION
28V AC
L BUS
SHAFT
INDEX
MARK
RUDDER
POSN
(K16)
P11
NC
HOUSING
INDEX
MARKS
L EICAS
COMPUTER
M516 RUDDER
POSITION
TRANSMITTER
RUD
POSITION
TRANSMITTER
R EICAS
COMPUTER
AIL
CONTROL
ROD ASSY
ELEV
AIL
62728AAA
INTENTIONALLY BLANK
g62728aa
Ratio Changer
Pilot movement of the rudder pedals drives the aft quadrant assembly
with a pair of cables. Maximum pedal movement drives the aft
quadrant against the mechanical stop and moves the rudder 26.5
degrees in each direction at low airspeed and no air load.
Autopilot
Power Control Actuators (PCA)
Autopilot inputs cause the three directional roll out autopilot servos
to drive the aft quadrant assembly. Autopilot inputs are provided in
the autoland mode only and can command the rudder to
approximately 23 degrees. Inputs backdrive the cable system to
provide input to rudder pedal steering.
Trim
System Adjustments
Trim inputs from the flight deck control switch drive the aft quadrant
assembly and provide a maximum rudder movement of 16.8 degrees.
Trim operation backdrives the cables and rudder pedals.
Yaw Damper
Yaw damper inputs from two servos operate the yaw damper
summing mechanism. These inputs are summed with other rudder
control inputs. yaw damper inputs do not backdrive the cable system.
Each servo has a maximum authority of approximately 3 degrees of
rudder travel. There are shear rivets in the yaw damper servo output
to the rudder control system.
Eight rig pins are provided for adjusting the rudder system. Pins 1, 2
and 3 are used to adjust the pedals. Pins 3 and 4 are used to adjust
the cables. Pin 4 sets the aft quadrant to neutral. Pin 6 and 7 are
used to adjust the ratio changer mechanism. Pins 5 and 8 are used to
adjust the PCAs to neutral and to provide the summing linkage
preload.
CENTER RUDDER
POWER CONTROL
ACTUATOR
UPPER RUDDER
POWER CONTROL
ACTUATOR
UPPER
PCA
RUDDER
FWD
ACCESS
DOOR
YAW DAMPER
AND RUDDER
RATIO CHANGER
MECHANISMS
PEDAL
ADJUSTMENT
CRANKS
R-2
LOWER RUDDER
POWER CONTROL
ACTUATOR
FIN REAR
SPAR (REF)
324LL
324JL
324GL
324EL
324BL
AUTOPILOT SERVOS,
RUDDER FEEL, CENTERING
AND TRIM MECHANISM
FIRST OFFICERS
RUDDER PEDALS
R-5
RUDDER
HINGE
FITTING
(REF)
R-8
PEDAL ADJ
MECHANISM
CAPTAINS
RUDDER PEDALS
TEMPERATURE
COMPENSATION
LINKAGE
R-3
R-1
RA
CENTER
PCA
TO NOSEWHEEL
STEERING
LOWER
PCA
RB
YAW DAMPER
SERVOS
FWD QUADRANT
RUDDER POSITION
TRANSMITTER
RUDDER RATIO
CHANGER
MECHANISM
FWD
YAW DAMPER
MECHANISM
TRIM
ACTUATOR
R-4
RIG PIN
FEEL,
CENTERING
AND TRIM
MECHANISM
DIRECTIONAL
AUTOPILOT SERVOS
R-7
R-6
62720AFA
M0007A25.PST
CENTER RUDDER
POWER CONTROL
ACTUATOR
UPPER RUDDER
POWER CONTROL
ACTUATOR
UPPER
PCA
RUDDER
FWD
ACCESS
DOOR
YAW DAMPER
AND RUDDER
RATIO CHANGER
MECHANISMS
PEDAL
ADJUSTMENT
CRANKS
R-2
LOWER RUDDER
POWER CONTROL
ACTUATOR
FIN REAR
SPAR (REF)
324LL
324JL
324GL
324EL
324BL
AUTOPILOT SERVOS,
RUDDER FEEL, CENTERING
AND TRIM MECHANISM
FIRST OFFICERS
RUDDER PEDALS
R-5
RUDDER
HINGE
FITTING
(REF)
R-8
PEDAL ADJ
MECHANISM
CAPTAINS
RUDDER PEDALS
TEMPERATURE
COMPENSATION
LINKAGE
R-3
R-1
RA
CENTER
PCA
TO NOSEWHEEL
STEERING
LOWER
PCA
RB
YAW DAMPER
SERVOS
FWD QUADRANT
RUDDER POSITION
TRANSMITTER
RUDDER RATIO
CHANGER
MECHANISM
FWD
YAW DAMPER
MECHANISM
TRIM
ACTUATOR
R-4
RIG PIN
FEEL,
CENTERING
AND TRIM
MECHANISM
DIRECTIONAL
AUTOPILOT SERVOS
R-7
R-6
62720AFA
(Continued)
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