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OPERATING DATA MANUAL

CHAPTER 13

FLIGHT CONTROLS

TABLE OF CONTENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.00.1

CONTROLS AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.10.1

RUDDER AND YAW DAMPER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
ELEVATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
SPOILER AND AILERON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
FLAPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
MISCELLANEOUS CONTROLS AND INDICATORS . . . . . . . . . . . . . . . . . . . . . . . .5
SYSTEMS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.20.1
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
FLIGHT CONTROL SURFACES LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1
YAW CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
RUDDER CONTROL DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3
PITCH CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
ELEVATOR CONTROL DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
ROLL CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6
AILERON CONTROL DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7
ROLL SPOILERS DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
FLAP CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
FLAP CONTROL DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11

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RUDDER PEDALS
RUDDER PEDALS ADJUSTMENT HANDLE
ROTATE – extends or shortens distance of both pedals
from operator

RUDDER TRIM POSITION INDICATOR

– indicates direction and amount of rudder trim applied
NOSE
L R
RUDDER TRIM SWITCH
RUDDER (spring loaded to center)
TRIM TRIM

L R ROTATE – selects two rates of trim in either direction,

permitting fine or coarse adjustment.
RUDDER
RUDDER HYDRAULIC PRESSURE CAUTION LIGHTS
CENTER CONSOLE (AMBER)
ILLUMINATED indicates pressure loss at #1 or #2
rudder hydraulic actuator

#1 RUD #2 RUD
HYD HYD RUDDER HYDRAULIC PRESSURE REDUCTION CAUTION
LIGHT (AMBER)
RUD FULL RUD ILLUMINATED – failure of rudder pressure regulator to
PRESS PRESS
reduce to 900 psi when airspeed exceeds 150 kt.
CAUTION LIGHTS PANEL – illuminates if regulator fails to increase rudder
pressure to 1500 psi when airspeed below 150 kt.
– illuminates when system pressure is 3000 psi and
airspeed exceeds 150 kt.
POWERED FLIGHT CONTROL SHUTOFFS
RUD 1 SPLR 1 SPLR 2 RUD 2

PUSH PUSH PUSH PUSH RUDDER FULL PRESSURE CAUTION LIGHT (AMBER)
OFF OFF OFF OFF
ILLUMINATED – whenever 3000 psi is being applied to
NOSE
either rudder actuator
HDG NAV APP DN AP

IAS VS BC YD
RUDDER PUSH OFF SWITCH LIGHTS
ALT ALT SEL STBY HSI SEL
– either light illuminates to indicate a jam in the
V/L MLS AUX
NOSE
NAVSEL respective No. 1 or No. 2 actuator linkage
UP
PUSH – depressurizes affected hydraulic actuator
GLARESHIELD PANEL
YAW DAMPER ENGAGE SWITCHLIGHT
PFCS PUSH – engages yaw damper
– active channel annunciated by lighted pointers
LI SPOILERS RI

RUD
dod1310000_008.dg, gw, 26/02/01

LO RO
POWERED FLIGHT CONTROL SURFACE INDICATOR
(PFCS)
– RUD pointer indicates the position of fore rudder
PILOT’S INSTRUMENT PANEL

#1 HYD #2 HYD HYDRAULIC ISOLATION VALVE CAUTION

ISO VLV ISO VLV LIGHTS (AMBER) (MOD 8/2781)
ILLUMINATED – indicates inadequate system
CAUTION LIGHTS CAUTION LIGHTS pressure due to hydraulic fluid loss,
respective isolation valve is closed.
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CENTER CONSOLE

ELEVATORS

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CENTER CONSOLE

SPOILER AND AILERON

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FLAPS

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MISCELLANEOUS CONTROLS

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SYSTEM DESRIPTIONS
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CAUTION

GENERAL IF THE AIRCRAFT IS PARKED OUTSIDE IN

STRONG WINDS (MORE THAN 70 MPH OR
The primary flight controls consist of ailerons and 61 KTS AND THE WIND DIRECTION IS
spoilers for roll control, elevator for pitch control and FORECAST TO CHANGE, MAKE SURE THAT
THE AIRCRAFT IS POINTED INTO WIND AS
a two sectioned (fore and trailing) rudder for yaw
SOON AS THE WIND DIRECTION CHANGES.
control. Roll spoilers and fore rudder are IF YOU DO NOT DO THIS, THE WINDS CAN
hydraulically powered. CAUSE DAMAGE TO THE AIRCRAFT.
Secondary flight controls consist of wing flaps and NOTE
trimming systems for the primary flight controls. All
flight controls are operated from either pilot’s Exposure to wind gusts to a maximum speed
position. of 70 m.p.h. (61 kts) is permitted without
inspection, if the aircraft gust locks are
Indications for flight control positions or malfunctions engaged. If the winds or wind gusts were
more than 70 m.p.h. (61 kts) and the wind
are provided by trim position indicators, the Powered direction was from a direction more than 45
Flight Control Surface indicator and a series of degrees from the nose---into---wind position,
caution lights. during the time the aircraft was parked,
inspection is applicable.
Exposure of the aircraft to high winds or strong gusts
for extended periods, especially while parked, may
require a maintenance check prior to dispatch. Flight
crew are urged to report known exposure to strong
winds or wind gusts to maintenance.
ELEVATOR
SPRING TAB
AILERON ELEVATOR
GEARED TAB TRIM TAB

AILERON
TRIM TAB
ROLL
SPOILERS ELEVATOR

INBOARD
FLAP TRAILING
RUDDER

FORE
RUDDER

OUTBOARD
FLAP
dod1320000_008.dg, gw, 07/02/01

AILERON
GEARED TAB

FLIGHT CONTROL SURFACES LOCATION

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YAW CONTROL
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OPERATING DATA MANUAL
Should either actuator’s hydraulic supply fail or be
selected off, the rudder pressure regulator
Directional control about the yaw axis is provided by automatically admits full hydraulic system pressure
the rudder control system. The rudder is (3000 psi) to the remaining actuator (overriding the
hydraulically powered and controlled through pressure reduction function described above). A
displacement of either pilots rudder pedals. A yaw RUD FULL PRESS caution light illuminates when
damper operates through the rudder control system 3000 psi is being applied to either actuator; the
to improve directional stability. associated RUD PRESS light also illuminates if
airspeed is above 150 kts.
Rudder Control System
In the event of an actuator servo valve jam, a sensing
The rudder has two sections (fore and trailing) driven
mechanism incorporated in the actuator linkages
by dual hydraulic actuators positioned by either
illuminates the appropriate POWERED FLIGHT
pilots rudder pedals.
CONTROLS SHUTOFFS PUSH OFF RUD 1 or RUD 2
The position of the rudder is shown on the PFCS switchlight. The illuminated switchlight must be
indicator. During the pre---taxi checks, pushing a pressed to depressurize the affected hydraulic
rudder pedal to its stop causes a full scale deflection actuator.
of the pointer to the index marks (16_ left marking,
A # 1 RUD HYD or # 2 RUD HYD caution light
18_ right marking).
illuminates whenever hydraulic pressure to the
Rudder trim is provided by a two speed electric affected actuator has been removed, either by
actuator which has the capability to displace the fore operation of the PUSH OFF switchlight or by
rudder 10 degrees left or right of center. Control of hydraulic failure.
this actuator is by a spring---loaded rotary switch on
Maximum fore rudder travel is allowed at flap settings
the TRIM panel to the rear of the aft electronics panel.
of 15 degrees and 35 degrees to provide necessary
The fore rudder is hinged to the vertical stabilizer and authority at lower airspeeds. A mechanical rudder
is moved by both actuators. The trailing rudder is travel restrictor limits fore rudder travel to + or --- 12
hinged to the fore rudder and is geometrically geared degrees with flaps at 0 degrees to limit rudder
to the vertical stabilizer by push rods such that authority at higher airspeeds.
trailing rudder deflection is twice that of the fore
Yaw Damper
rudder.
A yaw damper system operates independently or in
Hydraulic pressure to each rudder actuator is
conjunction with the automatic flight control system
controlled by a pressure regulator. The regulator
(AFCS) to provide compensating rudder inputs
limits actuator pressure to 1500 psi at airspeeds
whenever the aircraft deviates from coordinated
below 150 kts and 900 psi above 150 kts, in response
flight. In level flight it acts to improve directional
to speed signals from the air data computers (ADCs),
stability by damping oscillation in yaw caused by
to reduce rudder sensitivity at high speeds. Pressure
turbulence. In turns initiated by the crew or the AFCS
switches, armed by ADC speed signals, are
it provides the necessary rudder deflection to
positioned in each actuator’s supply lines. The
maintain turn coordination.
switches illuminate an associated RUD PRESS
caution light if pressure fails to reduce to 900 psi Accelerometers within the flight guidance computer
above 150 kts. The associated caution light will also provide yaw data which is combined with other flight
illuminate if pressure fails to increase to 1500 psi condition information. to provide output command
when airspeed reduces to below 150 kts. signals to an electric yaw damper actuator that can
reposition the rudder up to 5 degrees to left or right of
an existing rudder setting to maintain coordinated
flight.

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NOTE:
M = Motor Driven Actuator
L = Hydraulic Driven Actuator

RUDDER CONTROL DIAGRAM

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The yaw damper is engaged whenever the Each elevator has a torsion spring mechanism which
auto-pilot is engaged and may be engaged drives the elevator surface in conjunction with a
separately by means of a YD press-on/press-off spring tab on its inboard trailing edge. With elevator
switchlight on the flight guidance controller, located control input, this provides a servo assist which
on the glareshield panel. No provision for operation reduces elevator control forces.
of the autopilot without yaw damper is installed.
Elevator trim is provided by tabs on each surface,
PITCH CONTROL outboard of the spring tabs. Two trim wheels,
mounted on a common shaft, are provided on each
The pitch control surfaces consist of two, spring tab side of the power lever quadrant on the center
assisted elevators. console.

Elevators A trim position indicator is geared to the trim wheel

shaft, consisting of a window and pointer in the top of
Pitch movement is controlled by two elevator
the power lever quadrant beside the pilot's trim
surfaces, each having an independent control
wheel. A potentiometer within the indicator sends
system. The left elevator is controlled by fore and aft
trim position signals to the flight data recorder.
movement of the pilot's control column and the right
elevator by fore/aft movement of the copilot's control The standby trim system provides a means of
column. The control columns are mounted at each trimming the aircraft following failure of the manual
end of a torque tube below the flight compartment trim system. A guarded STBY ELEVATOR TRIM
floor, which normally joins the columns so that they switch is located on the pilot's side console panel.
move together. The torque tube incorporates a latch When selected from OFF to ARM it switches control
mechanism which permits the columns to be of the trim servo from the autopilot to an adjacent
separated following a jam in either elevator system. A NOSE UP/NOSE DOWN switch. A duplicate NOSE
pitch disconnect handle located on the left side of the UP/NOSE DOWN switch is provided on the copilot's
center console, marked PITCH DISC, releases the side console panel. Selection of either switch to its
latch when pulled out following an elevator jam. With spring-loaded NOSE UP or NOSE DOWN position
the columns separated, the jammed side is isolated activates the servo to trim the aircraft in pitch.
and pitch can be controlled with the remaining
elevator system.

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ELEVATOR CONTROL DIAGRAM

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ROLL CONTROL Ailerons

Roll control is by conventional cable-operated An aileron is located on each wing outboard of the
ailerons, augmented by cable-operated, flaps. Rotation of either control wheel, actuates the
hydraulically activated, roll spoilers. The rotational ailerons differentially by means of a cable control
movement of the pilot's control wheel activates the loop, with inter-connection to applicable roll
roll spoilers while the copilot's control wheel spoilers.
activates the ailerons. An interconnect linkage joins
the pilot's and copilot's control wheels so that both Aileron deflection is assisted by geared tabs on the
systems are operated from either wheel. A clutch trailing edge of each aileron. The tabs are geared to a
within the linkage can be disengaged manually, by static position which is aerodynamically neutral
means of a roll disconnect handle on the flight relative to the aileron. When the aileron is deflected,
compartment center console, to separate the left and the geared tab moves in the opposite direction
right roll control circuits in the event of a jam in either creating a localized lifting force about the tab in the
circuit. With the control circuits separated, control direction of aileron deflection, thus assisting aileron
can be maintained with the unjammed control wheel. movement.

Aileron trim is provided by the right aileron trim tab,

using an electric actuator built into the aileron. A L/R
AILERON rocker switch, located on the TRIM panel
on the center console operates the actuator when
depressed to the left or right. The actuator trims
aileron control pressure by biasing the static neutral
position of the trim tab. An indicator adjacent to the
L/R AILERON rocker switch shows the degree of trim
actuator displacement from neutral.

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ROLL
DISCONNECT

AIL
TRIM

LWD RWD

L R
W W
D D

AILERON AILERON
dod1320000_001.dg, kms, 28/01/95

AILERON CONTROL DIAGRAM

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extended roll spoilers if the jam occurred during a roll
input. The resulting counteracting aileron input
The roll spoilers consist of four spoiler panels, two to necessary to control the aircraft will illuminate both
a wing, positioned inboard of the ailerons on the SPLR switchlights (via an underfloor limit switch) if
upper wing surfaces and driven by individual aileron travel exceeds 50 degrees of control wheel
hydraulic actuators. The spoilers respond displacement from neutral. The switchlights must
differentially to control wheel movement by then be immediately pressed to retract the spoilers
extending from the left or right wing in proportion to and restore symmetrical aileron control.
associated upward displaced aileron. At airspeeds
above 140 kt., the outboard roll spoilers are disabled Two caution lights, marked ROLL SPLR INBD HYD
to reduce control sensitivity. Each actuator linkage is and ROLL SPLR OUTBD HYD are provided to warn
connected so that in the event of a jam, that extension pressure to the affected actuators has
overpowering force applied to the control wheel, been removed following operation of the switchlights
disengages the linkage preventing the jam from mentioned above or hydraulic system failure. The
immobilizing the roll spoiler cable circuit. OUTBD HYD light, however, does not illuminate
when its system is depressurized by ADC signals.
A limit switch built into each mechanism illuminates
one of the POWERED FLIGHT CONTROL Spoiler motion and position is at all times directly
SHUTOFFS - SPLR switchlights (either SPLR 1 in proportional to control wheel movement. The PFCS
the event of an inboard actuator linkage jam or SPLR indicator in the flight compartment displays roll
2 for an outboard actuator linkage jam). spoiler position in response to position sensors at
each roll spoiler panel. Maximum roll spoiler
When pressed, each switchlight retracts the affected displacement is limited to approximately 75% full
roll spoilers. travel except in a situation where the roll disconnect
must be used; in this case, the pilot's control wheel
A roll spoiler cable circuit jam, necessitating
will deflect the roll spoilers to their maximum
operation of the ROLL DISC handle to control the
deflection of 74 degrees.
aircraft by ailerons alone, may result in partially

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ROLL
DISCONNECT

POWERED FLIGHT CONTROL SHUTOFFS

RUD 1 SPLR 1 SPLR 2 RUD 2

PUSH PUSH PUSH PUSH

OFF OFF OFF OFF FDR

LI RI
SPOILERS

RUD
LO RO

#1 HYDRAULIC SYS. #2 HYDRAULIC SYS.

dod1320000_002.dg, kms, 27/01/95

ROLL SPOILERS DIAGRAM

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FLAP CONTROL SYSTEM the flap drive system provide flap position data to the
landing gear warning system, the stall warning
General computer, flap position indicator and the Flight Data
Recorder.
Wing flaps are in two sections, inboard and
outboard, attached to the trailing edge of each wing. To warn of inadequate pressure to the flap power
The No. 1 hydraulic system powers the primary flap unit, a pressure sensor, armed by opening of the
drive shaft. solenoid shutoff valve, illuminates a FLAP POWER
caution light when hydraulic pressure to the unit is
Normal Operation
below 1500 psi with the solenoid shutoff valve open.
The primary flap drive actuated by a hydraulically
Since flap operation is maintained following a
powered flap power unit (FPU), extends or retracts
primary shaft failure, a load torque sensor is installed
the flaps in response to selections from the flap
on the secondary shaft to detect conditions in which
selector lever. The selector has detented positions
it is driving under load. A FLAP DRIVE caution light is
marked 0, 5, 10, 15, 35.
illuminated by the sensor upon detection of
A trigger incorporated into the lever must be raised to secondary drive torque resulting from a primary drive
move the lever from any of its detents, but should be failure.
released when moving handle so that the detent can
engage the next selectable position. Operation of the
lever directs power to the Flap Power Unit Sensors in

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NO. 1 HYDRAULIC
SYSTEM POWER

FLAP CONTROL DIAGRAM

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