FLIGHT CONTROLS

PILOT TRAINING GUIDE

Chapter 10: Flight Controls

TABLE OF CONTENTS
Page

Introduction ....................................................................................................................... 10-1

Description ........................................................................................................................ 10-2
Primary Flight Controls................................................................................................ 10-2
Secondary Flight Controls........................................................................................... 10-4
Spoiler System ............................................................................................................ 10-4
Trim Control ................................................................................................................ 10-4
High Lift Devices ......................................................................................................... 10-5
Stall Protection ............................................................................................................ 10-5
Hydraulic Power Distribution ....................................................................................... 10-6
Indicating System........................................................................................................ 10-6
Flight Control Synoptic Page....................................................................................... 10-7
Aileron Control ...................................................................................................... 10-8
Aileron Control General Arrangement ................................................................... 10-8
Rudder Control .................................................................................................... 10-13
Rudder Control General Arrangement ................................................................ 10-13
Elevator Control .................................................................................................. 10-18
Elevator Control General Arrangement ............................................................... 10-18
Secondary Flight Controls......................................................................................... 10-21
Horizontal Stabilizer ............................................................................................ 10-21
Pitch Trim Modes of Operation ........................................................................... 10-24
Slat/Flap Control System .................................................................................... 10-29
Slat Control System ............................................................................................ 10-30
Flap Control System............................................................................................ 10-33
Flight Control Synoptic Display ........................................................................... 10-36
Slat/Flap Operation ............................................................................................. 10-38
Flap/Slat/Gear Extension Speed Bugs................................................................ 10-39
Spoiler System .................................................................................................... 10-40
Stall Protection .......................................................................................................... 10-55
Stall Protection Components..................................................................................... 10-55
Angle-of-Attack (AOA) Vane ............................................................................... 10-55
Mach Transducer ................................................................................................ 10-56
Stick Shaker Actuator.......................................................................................... 10-56
Stall Pusher......................................................................................................... 10-57
Stall Protection Disconnect Buttons .................................................................... 10-57
Stall Pusher On/Off Switches .............................................................................. 10-58
Stall Protection Computer ................................................................................... 10-59
Stall Protection Computer Schematic ................................................................. 10-60
Stall Protection Operation ................................................................................... 10-61
Stall Warning Advance........................................................................................ 10-62
Stall System Pilot-Activated Test ........................................................................ 10-63
System Integration .......................................................................................................... 10-64
Primary Flight Controls.............................................................................................. 10-64

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Secondary Flight Controls......................................................................................... 10-64

Stall Protection System ....................................................................................... 10-64
Primary/Secondary Flight Control EICAS Messages .......................................... 10-65
Slat/Flap EICAS Messages................................................................................. 10-67
Stall Protection EICAS Messages....................................................................... 10-70
EMS Circuit Protection.............................................................................................. 10-71

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INTRODUCTION
The Global Flight Controls System includes primary flight controls, secondary flight
controls and stall protection systems. Primary flight controls are responsible for the
roll, pitch, and yaw attitudes of the aircraft. Roll control is achieved through the use of
ailerons, pitch control through elevators and a pitch trim system while yaw is
controlled by the rudder. Aileron and elevator PCUs are designed so they will provide
adequate dynamic stiffness for flutter protection in the event of a supply hydraulic
system failure. Flutter dampers, therefore, are not required on the aircraft.
Secondary flight controls include all lift altering devices. Multifunction spoilers
provide automatic roll assistance and manual lift dumping in flight. Automatic ground
lift dumping on landing is provided by the multifunction spoilers in conjunction with
the ground spoilers. Leading edge slats and trailing edge flaps alter the wing profile in
response to pilot inputs to provide increased lift at low airspeeds.
Stall protection is provided to alert the flight crew if the aircraft nears the stall angle.
Various warnings are provided to the crew and, if corrective action is not taken, a stick
pusher will activate before the stall angle is reached.

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DESCRIPTION

PRIMARY FLIGHT CONTROL

Elevator

Aileron
Rudder

Aileron

GX_10_001
The primary flight controls consist of two separate elevators and ailerons, and a single
rudder. The primary flight surfaces are actuated by Power Control Units (PCUs) that
are hydraulically powered and mechanically controlled. Artificial control loading
(tactile feedback) is provided to the control wheels and rudder pedals. Surface
positioning is shown on the FLIGHT CONTROL synoptic page and on the EICAS
display. Trim position is displayed on the EICAS display.
Each primary control system consists of cable run circuits connected to quadrants. The
quadrants receive input from primary control command (flight compartment) using
control rod assemblies. The cable circuit output transmits command to the
hydraulically powered primary control surfaces, using control rods and artificial feel
assemblies.
Lateral control is accomplished by a dual mechanical aileron control system
hydraulically powered by two power control units (PCUs) per aileron. Four
multifunction spoilers per side assist the ailerons in roll control (see SPOILER
SYSTEM this chapter). Aileron disconnect is provided for anti-jam protection.
Artificial feel and centering are incorporated within the system.
Pitch control is provided by a dual mechanical elevator control system, hydraulically
powered by two power control units (PCUs) per elevator. Pitch disconnect is provided
for anti-jam protection. Variable pitch artificial feel is provided to vary the load on the
elevator control wheel as a function of airspeed and horizontal trim setting.
Yaw control is provided by means of three hydraulic PCUs to the rudder. Rudder travel
limiting as a function of airspeed is provided to limit loads on the structure. The rudder
system uses dual cable circuits (aft fuselage) to protect the system from effects of
engine rotor burst.

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Elevator
PCU’s
Elevator Aft
Quadrant/Pitch
Feel Units
Aileron Rudder
PCU Limiter
Elevator Rudder
Autopilot PCU’s
Servo
Rudder
Trim/Yaw
Aileron Dampers
Trim Rudder Aft
Quadrant

Aileron Aileron Aft

Autopilot Quadrant/
Servo Artificial Feel
Aileron
Forward PCU’s
Rudder
Quadrant

Stick
Pusher
Forward Actuator
Aileron
Quadrant

GX_10_002
Rudder
Pedal

Flutter damping for the primary flight controls is provided through the PCUs internal
operation. Ground gust damping (gust locks) is provided through PCUs on the
elevators, ailerons and rudder. The PCUs provide gust damping, when the hydraulic
systems are depressurized.
The roll disconnect mechanism allows the flight crew to isolate the left and right
control wheel and cable system from each other. Roll disconnect separates the control
wheel interconnect (torque tube) system. Single side aileron control is then available
(either left or right aileron), using the operable wheel path, along with full
multifunction spoiler control.
Pitch disconnect will operate automatically in the event of a cable jam in one circuit.
When sufficient force is applied, approximately 50 pounds, the roller will ride up on
the cam, allowing the use of the free circuit. Here, however, the disconnect mechanism
does not lock out. The spring-loaded roller continues to ride up and down along the
cam as inputs are provided to the elevator. Therefore, operation of the unjammed
circuit requires the pilot to maintain the disconnect pressure on the column.

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SECONDARY FLIGHT CONTROLS

The secondary flight controls consist of the flap/slat system, multifunction spoilers,
ground spoilers and various trim systems.
Two computers (Flight Control Units (FCUs)) provide control to the hydraulically
powered spoiler PCUs and the electrically powered horizontal stabilizer trim actuator.
These computers also control a pitch feel system and rudder travel limiting system.

Stabilizer

Multifunction
Spoilers
(4 per wing)
Slats
(4 per wing)

GX_10_004
Flaps
(3 per wing)

Ground
Spoilers
(2 per wing)

SPOILER SYSTEM
Eight multifunctional spoiler panels are electrically controlled and hydraulically
actuated by a single PCU on each surface. The multifunction spoilers are used for in-
flight operation as roll assistance, symmetrically for proportional lift dump and on
ground for ground lift dumping.
Four ground spoiler panels are electrically controlled and hydraulically actuated by a
single actuator on each surface and are used for ground lift dumping only.

TRIM CONTROL
Lateral trim is accomplished by a dual position switch on the center pedestal that
operates an electric trim actuator located at the aft quadrant. The lateral trim will cause
rotation of the control wheel neutral position.
Directional trim is achieved by a single rotary switch on the pedestal that operates an
electric trim actuator at the summing unit in the vertical fin. Directional trim is
summed into the pilot pedal command, and no pedal displacement occurs.

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Longitudinal trim is achieved by inputs from auto pilot, mach trim and trim switches
on the pilots’ control wheels. Trim operation is through a dual electric motor and
screw jack assembly at the horizontal stabilizer.
Aileron, elevator and pitch trim indications are as shown on the EICAS display.

HIGH LIFT DEVICES

The high lift devices consist of leading edge slats and trailing edge fowler flaps. The
flap/slat systems are mechanically independent. Each system contains ballscrew
actuators, linked through a rigid drive line to dual electric motors, contained within a
central power-drive unit.
Electrically there are two independent channels for both flaps and slats systems. An
integrated flap/slat selector lever is located in the flight compartment, on the center
pedestal.
System control provides protection against asymmetry and uncommanded movement.
Interface to EICAS and central maintenance are provided for system failure detection
and isolation.

STALL PROTECTION
Two subsystems, stall warning and a stick pusher system comprise the stall protection
system.

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HYDRAULIC POWER DISTRIBUTION

The primary and secondary flight controls, powered by the hydraulic systems, are
listed as follows:

SYSTEM NO. 1 SYSTEM NO. 3 SYSTEM NO. 2

RUDDER RUDDER RUDDER

LEFT LEFT AND RIGHT

ELEVATOR RIGHT ELEVATOR ELEVATOR

LEFT LEFT AND RIGHT

AILERON RIGHT AILERON AILERON

LEFT AND RIGHT LEFT AND RIGHT LEFT AND RIGHT

MULTIFUNCTION GROUND SPOILERS MULTIFUNCTION
SPOILERS SPOILER
GX_10_005

LEFT AND RIGHT

GROUND SPOILERS

INDICATING SYSTEM
The flight control synoptic page provides position indications of the primary control
surface, flap/slats and spoiler system. The roll, pitch and yaw trim indications are
shown on the EICAS display.

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FLIGHT CONTROL SYNOPTIC PAGE

FLIGHT CONTROLS Slat Position

Indication
SLAT OUT
Ground Spoiler
Display

Multifunction
Slat Display Spoiler Display

Flap Position
Indication

FLAP 3O Flap Display

Aileron

AIL AIL Elevator Position

ELEV ELEV Indication
Aileron Position
Indication

Rudder Position RUDDER

Indication
Elevator Display

GEAR
789 DN DN DN
Control surface
displays:
OUT
I
• Flaps G
• Slats N
• Spoilers ART 3O
3.4
75O NU –TRIMS–
115 AIL
Trim displays: 81
• Aileron 7.2
GX_10_006

• Rudder
• Stabilizer
5O LWD RWD
O ND
STAB NL RUDDER NR
EICAS PAGE

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AILERON CONTROL
Lateral (roll) control is provided by ailerons operating in relation to control wheel
displacement and controlled via control rods, cable runs and quadrants. The ailerons
are assisted by four multifunction spoilers per wing, which are electrically controlled.

AILERON CONTROL GENERAL ARRANGEMENT

Torque
Tube
Roll Control
Transducer
Position
Transducer

GX_10_003
Multifunction
Roll Disconnect Spoiler (reference)
Mechanism

FORWARD
QUADRANT

Aileron Trim
Multifunction Actuator
Autopilot
Spoiler (reference)
Servo

AFT QUADRANT

Power
Control
Unit (PCU)

Aileron Control System

Two separate lateral control systems are provided: the pilot’s side operates the left-
hand aileron and the copilot’s side operates the right-hand aileron.
Normally, both control systems are interconnected through the forward torque tube
interconnect assembly, and there is simultaneous movement of both ailerons.

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Aileron Control System Operation

The Pilot’s and copilot’s roll controls are interconnected through a torque tube. At the
midpoint of the torque tube is a roll disconnect mechanism designed to allow for
separation of the left and right side control circuits once a design torque is achieved.
Separation of control circuits would occur in response to a jammed control situation.
As an example: If the pilot’s aileron jammed so that he was unable to physically move
his aileron control, it would necessitate turning control over to the copilot. As the
copilot applies pressure to his aileron control he will meet with some initial resistance.
As he continues to apply pressure the designed torque limit of the roll disconnect
mechanism will be reached and a physical separation of the torque tube will occur. The
copilot would now have full control of his onside aileron and through the Flight
Control Units (FCUs) control over the Multifunction Spoilers (MFS).

NOTE
The autopilot should be disconnected if a jammed aileron control
circuit condition occurs.

A transducer is mounted at the outboard end of each torque tube assembly (forward
quadrant). They provide the command inputs to the multifunctional spoilers system for
roll assist.
Rotating either control wheel provides an input (via cables and pulleys) to the aileron
forward quadrant which directs the control cable to the aft quadrant.
Each aft quadrant has an artificial feel and centering unit. An aileron trim unit is
installed with input to each aft quadrant and provides trim input to the aileron control
system.
A separate cable circuit is provided for the autopilot servo motor (controlled by the
AFCS) assembly which inputs the right aft quadrant.
Disconnecting the autopilot by the pilot overpowering the aileron servo will not cause
the roll disconnect system to separate the control wheels.

NOTE
Overpowering the aileron servo to disconnect the autopilot is not
recommended.

The control cables from the aft quadrant continue outboard to the hydraulically driven
PCUs. There are two PCUs for each aileron control surface.

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Aileron Surface Position Indication

Left and right aileron positions are displayed by a moving pointer on the EICAS
FLIGHT CONTROL page. Separate pointers indicate the aileron surface position on
each wing.

FLIGHT CONTROLS

SLAT IN

Scale Pointer
Unfilled triangle moves
vertically to indicate the Surface Outline
range of travel. The
surface position pointer FLAP 3O The surface outline has
no movement but will
will change color (green change color, (green or
or amber) based on amber) based on hydraulic
hydraulic pressure pressure availability.
availability. AIL AIL
ELEV ELEV
Scale
Indicates the full range GX_10_007

available for aileron up

and down travel. RUDDER

SLAT/FLAP SURFACES EXTENDED

Aileron Trim
Aileron trim is accomplished by selecting the AIL TRIM switches on the trim control
panel (pedestal) in the desired direction. Actuating both switches provides arming and
direction signals to reposition the ailerons through the use of a trim actuator. Since
trim is commanded through the PCUs it is necessary to have hydraulic system pressure
to trim the aircraft. Aileron trim position is displayed on the EICAS page, along with
the allowable takeoff green band.

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A “CONFIG AIL TRIM” red warning message is accompanied by a “NO

TAKEOFF” voice message. These indications occur during the takeoff roll if the
aileron trim is set outside the allowable takeoff range.

TRIMS
AIL RUD
NL NR
L R
W W
D D

Aileron Trim Switch

Located on the Trim Control
Panel (center pedestal). Push STAB
CH1 CH2
both switches full left or right
to activate the trim.
OFF OFF

PUSH OFF/RESET

Pointer
Pivots about the center
dot and indicates the
trim setting.
Trim Scales
Aileron trim range for
left wing down, center –TRIMS–
and right wing down
indications. AIL Green Band (takeoff)
Replaces the center
tick mark visible on
ground only.
LWD RWD

GX_10_008
LWD – Left wing down.
RWD – Right wing down.

For Training Purposes Only 10-11

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PILOT TRAINING GUIDE

Aileron Control Schematic

NO
SE D T CS SC T E SO N
D

N
N

N
O
S E UP PU E S O
A S TE S
ET A

M
R

R
D IS C C SI D

MIC CIM

FCU's

ROLL ROLL
COMMANDS COMMANDS

ROLL DISCONNECT
CONFIGURATION SWITCH
WARNING
TRIMS
AIL RUD
NL NR

“NO TAKEOFF” L
W
R
W
D D

CONFIG AIL TRIM CH1

STAB
CH2

OFF OFF

PUSH OFF/RESET

M
TRIM ACTUATOR

TRIM POSITION GEAR

TO EICAS
789 DN DN DN
OUT
I
G
Autopilot N

Input ART 3O
3.4
75O NU –TRIMS–
115 AIL
81

GX_10_009
7.2
5O LWD RWD
Multifunction O ND
Spoilers STAB NL RUDDER NR

1 1
2 2
3 3
4 4

Left Aileron
(position to EICAS AIL
Flight Controls Page) Power
Control Unit Right Aileron
(position to
LEGEND AFCS)
ELECTRICAL INPUT
MECHANICAL INPUT
CABLE INPUT

M TRIM MOTOR

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RUDDER CONTROL
Directional control about the yaw axis is provided by the rudder control system. The
rudder is hydraulically powered through displacement of either pilot’s rudder pedals,
and controlled via control rods, cable runs and quadrants.

RUDDER CONTROL GENERAL ARRANGEMENT

Rudder
Travel Rudder
Limiter PCUs

Summing
Mechanism

Yaw
Damper
Load
Limiter
Trim
Actuator
Cable
Circuit
Rudder Feel
Unit

Aft Quadrant
Splitter
Quadrants

Forward
Quadrant
Rudder
Pedal
Shaft
Assembly

GX_10_010

Pedal
Assembly

Rudder Control System Operation

Each rudder pedal assembly allows for transmission of pedal input via control rods to
the forward quadrant and shaft assembly. The cable system has a single path in the
fuselage and is doubled in the rotor burst zone. The forward cable quadrant (one in
each control circuit) transmits the cable circuit to the aft quadrant. Artificial feel is
provided by a linear spring unit (rudder feel unit), connected to the aft quadrant.
Rudder input from the aft quadrant is received by a load limiter (telescopic rod) which
protects the system from rapid inputs. The load limiter delivers pilot input to a
summing mechanism which adds the trim and yaw damping commands to the pilot
commanded rudder input.

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Yaw dampers are used to improve the airplane’s lateral/directional stability and turn
coordination. Dual yaw dampers operate in an active/standby mode to provide
continuous yaw damping in the event of one failed yaw damping channel. The active/
standby status will be switched automatically with the switching of active flight
guidance computers.
Initial yaw damper engagement is controlled by flight guidance computer at IAC
power up. In flight the pilot will have to select the YAW switch located on the
guidance panel if re-engagement of the yaw damping system is necessary.
Yaw damper condition is continuously monitored and any fault detected is displayed
on EICAS. To ensure full performance in cold conditions, each actuator has a
thermofoil heater which is powered, controlled, and monitored by the Heater Brake
Monitor Unit (HBMU). For the damping control systems characteristics please refer to
Chapter 2, AUTOMATIC FLIGHT CONTROL SYSTEM of this manual.
The summing mechanism output is transmitted via a control rod to the Rudder Travel
Limiter (RTL). The RTL limits the rudder surface travel at high speeds and allows full
rudder surface travel at low speeds. The RTL output drives a torque tube which is
connected (via load limiting bungees) to the input lever of the associated hydraulic
PCUs. There are three PCUs powering the rudder system.

Rudder Travel Limiter

The RTL limits rudder authority as a function of Calibrated Airspeed (CAS) and flap
position to ensure that the deflection of the rudder surface will not cause exceedance
of the structural capability of the vertical stabilizer, while allowing for sufficient
authority to control the airplane. The RTL also allows for full rudder authority in the
event of total loss of FCU control at high airspeed.

40
After takeoff the amount of rudder travel
Flaps DN
37 will be limited as a function of flap
RTL : RUDDER ANGLE

155 retraction or airspeed increasing above

Flaps UP
25 155 knots.
20

2.3
GX_10_011

0
0 200 400
CAS

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Rudder Surface Position Indication

Left and right rudder surface position is displayed by a moving pointer on the FLIGHT
CONTROL page. A single pointer indicates left and right rudder surface positions.

Scale Pointer
Filled rudder cross-section
directed toward the center Rudder Limit Bug
of the scale. Indicates the position and
status of the rudder limiter.
ELEV ELEV
• Control active – bug color
Scale is white.

GX_10_012
Arc represents the left and • Control inactive – bug
right rudder travel paths. color is amber.
RUDDER
• Invalid – bug is removed.

Rudder Surface Position Indication – Rudder Limiting

Rudder limiting at high speed will be displayed on the flight control synoptic with a
reduction in the rudder travel arc.

AIL AIL
ELEV ELEV

RUDDER

LOW SPEED

AIL AIL
ELEV ELEV
GX_10_013

RUDDER
Rudder
Limit Bug
HIGH SPEED

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Rudder Trim
Rudder trim is available by rotating the RUD TRIM control switch on the trim control
panel (center pedestal) in the desired direction. The control provides signals to a trim
actuator that repositions the rudder neutral point.
Hydraulic power is necessary to set rudder trim. Rudder trim position is displayed on
the EICAS page, along with the allowable takeoff green band.
A “CONFIG RUD TRIM” red warning message is accompanied by a “NO
TAKEOFF” voice message, and is displayed during the takeoff roll if the rudder trim
is set outside the allowable takeoff range.

TRIMS
AIL RUD
NL NR
L R
W W
D D

Rudder Trim Switch

Located on the trim control
STAB panel (pedestal). Switch must
CH1 CH2 be rotated fully left or right to
activate the trim. Switch is
spring-loaded to the center
OFF OFF
GX_10_014

position.

PUSH OFF/RESET

Pointer
Moves horizontally along the
Trim Scales scale to indicate the trim setting.
Rudder trim range for
nose left, center and Green Band (takeoff)
nose right indications. Replaces the center tick mark.
Visible on the ground only.
NL RUDDER NR

NL – Nose left.
NR – Nose right

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PILOT TRAINING GUIDE

Rudder Control Schematic

PILOT’S COPILOT’S
RUDDER RUDDER
CONFIGURATION PEDALS PEDALS
WARNING

“NO TAKEOFF”

CONFIG RUD TRIM SPLIT CABLE

QUADRANT
TRIMS
AIL RUD
NL NR
L R
W W
D D

STAB
CH1 CH2

OFF OFF
AFT CABLE
QUADRANT AND NU –TRIMS–
PUSH OFF/RESET
FEEL MECHANISM AIL

M RUDDER TRIM 7.2

LWD RWD
YAW DAMPER
ND
RUDDER LIMITER STAB NL RUDDER NR

Honeywell

AP FD

CRS 2
YD

CPL
PUSH DCT

PCUs
Rudder
(position to
INTEGRATED AVIONICS EICAS Flight
COMPUTER Control Page)
FGC 1 FGC 2

Legend AIL AIL

ELEV ELEV
GX_10_015

Electrical Input
Mechanical Input
Cable Input RUDDER

For Training Purposes Only 10-17

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ELEVATOR CONTROL
Longitudinal control is provided by elevators operating in relation to control column
displacement, and supplemented by a moveable horizontal stabilizer for maintaining
longitudinal (pitch) trim. Pilot inputs to the elevator circuit are from the dual control
columns which are normally interconnected through a pitch disconnect mechanism.

ELEVATOR CONTROL GENERAL ARRANGEMENT

Elevator
Surface

Load
Limiters

Power Control
Pitch Feel
Unit (PCU)
Units

Aft Quadrants
Gain Changer
Control Mechanism
Column

Tension
Regulator Autopilot Pitch Servo
(Right Aft Quadrant)
GX_10_016

Cables

Stick-pusher
Pitch Disconnect Actuator
Mechanism

Elevator Control System

Two separate pitch control systems are provided: the pilot’s side operates the left-hand
elevator and the copilot’s side operates the right-hand elevator. Normally, both control
systems are interconnected through a torque tube assembly, and there is simultaneous
movement of both elevators.

Elevator Control System Operation

The pilot and copilots pitch controls are interconnected through a disconnect
mechanism which is designed to operate when a design torque is developed across the
mechanism.

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NOTE
The autopilot should be disconnected if a jammed elevator
control circuit condition occurs.

A jammed elevator control circuit can be isolated through activation of the pitch
disconnect mechanism. This procedure will allow limited pitch control using one
elevator through the operable control circuit.
A control rod located at the base of each column transmits pilot command to the left
and right forward quadrants. The left forward quadrant includes a cable interface with
the stick pusher servo of the stall protection system.
The cable circuit travels independently from the forward quadrant to the aft quadrant
located in the vertical stabilizer. A separate cable circuit is provided for the autopilot
servo motor assembly which inputs the right aft quadrant.
Disconnecting the autopilot by the pilot overpowering the pitch servo will not cause
the pitch disconnect system to disconnect the control columns.

NOTE
Overpowering the servo to disconnect the autopilot is not
recommended.

Two electrical actuators positioned at the pitch feel units provides input to the aft
quadrant for force feel requirements. The actuators receive command input from the
FCUs, based on airspeed and horizontal trim position.
The aft quadrants drive a series of control rods, and levers which input a torque tube
assembly to position the hydraulic PCUs. Two PCUs are used for each elevator.

Elevator Surface Position Indication

Left and right elevator positions are displayed by a moving pointer on the FLIGHT
CONTROL page. Separate pointers indicate the left and right elevator surface
positions.

Scale Pointer Surface Outline

Unfilled triangle moves The surface outline has no
vertically to indicate the movement but will change
GX_10_017

range of travel. ELEV ELEV color (green or amber),

The surface position based on hydraulic pressure
pointer will change color availability.
(green or amber), based
on hydraulic pressure RUDDER
availability.
Scale
Indicates the full range available
for elevator up and down travel.

For Training Purposes Only 10-19

Sept 04
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PILOT TRAINING GUIDE

Elevator Control Schematic

NO
SE D T CS SC T E SO N
D

N
N

N
O
S E UP PU E S O
A S TE S
ET A

M
R

R
D IS C C SI D

MIC CIM

STICK STICK
SHAKER SHAKER

STALL
PROTECTION
SYSTEM

STICK
PUSHER
PITCH DISC

Autopilot
Servo
Commands

Pitch Feel
Unit
Horizontal
Stabilizer
GX_10_018

Elevators Power Control

Unit

AIL AIL
ELEV ELEV

LEGEND
RUDDER
ELECTRICAL INPUT
FLIGHT CONTROL SYNOPTIC PAGE
MECHANICAL INPUT
CABLE INPUT

10-20 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

SECONDARY FLIGHT CONTROLS

HORIZONTAL STABILIZER
The stabilizer trim control system provides pitch trim by varying the angle of
incidence of the horizontal stabilizer. The system consists of two Flight Control Units
(FCUs), dual channel Motor Drive Unit (MDU) and a dual electric channel trim
actuator which drives a screw jack assembly to position the horizontal stabilizer.
Activation of the horizontal stabilizer trim can occur through manual trim, auto trim
and mach trim.
The pilot’s controls consist of switches on each control column and the stabilizer trim
control panel. Pilot trim commands have priority and will override copilot trim
command inputs. The horizontal stabilizer can be trimmed from 2° (0 units on EICAS)
airplane nose down to 12° (14 units on EICAS) nose up.
The FCUs are responsible for the monitoring of the trim system. They have their own
dedicated interfaces with other airplane systems and with pilot/copilot controls to
perform trim control and monitoring. The horizontal stabilizer system provides two
redundant channels in an active/standby basis such that full performance requirements
can be met with either channel.

Pitch Trim Input

The FCUs receive inputs from the following systems:
• Integrated Avionic Computer (IACs)
• Air Data Computer (ADCs)
• Automatic Flight Control System (AFCS)
• STAB switches, and
• Pitch trim and disconnect switches
For manual stabilizer trim control, the FCUs receive commands from the pilot and
copilot trim switches. To perform the Mach trim function, the FCUs receive the
airplane Mach number from three ADCs. Two IACs which comprise the AFCS
function provide stabilizer trim command when the autopilot is engaged. The ADCs
provide mach data used for mach trim and rate scheduling.
The FCUs in turn command the MDU to drive the motors of the horizontal stabilizer
trim actuators. The FCUs monitor the results of the command inputs to ensure correct
control trim rate and direction is achieved.
The Stab trim switches on the STAB control panel send signals to the FCUs for
engagement and disconnect. These switches also send a signal direct to the MDU to
ensure disconnect of the applicable trim actuator.

For Training Purposes Only 10-21

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Stabilizer Actuator Assembly

Please refer to Pitch Trim Schematic.
The actuator assembly positions the surface in response to electrical signals from the
MDU. The stabilizer is positioned by a jack screw driven by electric trim motors
within the actuator assembly. The actuator assembly has brakes which provide a
secondary means of preventing creeping in flight under aerodynamic loads. A sensor
mounted on each motor sends signals to the MDU to determine each motor position.

10-22 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Pitch Trim Schematic

PIVOT POINT

SENSOR SENSOR
TO
FCU 1
TO
FCU 2

MOTOR MOTOR
AND AND
BRAKE BRAKE

MOTOR
MOTOR CONTROL DRIVE MOTOR CONTROL
115 VAC 1 AND MONITORING UNIT AND MONITORING 115 VAC
ESS
CHANNEL 1 CHANNEL 2

TRIMS
AIL RUD
NL NR
L R
W W
D D

STAB
CH1 CH2

OFF OFF

PUSH OFF/RESET

FCU 1 FCU 2
MODULE MODULE MODULE MODULE
1A 1B 2B 2A

IAC 1 IAC 2
(AUTOPILOT) (AUTOPILOT)
GX_10_017

ADC 1 (BUS 1) ADC 1 (BUS 2)

ADC 2 (BUS 1) ADC 2 (BUS 2)
ADC 3 (BUS 1) PILOT TRIM & COPILOT TRIM & ADC 3 (BUS 2)
DISCONNECT SWITCHES DISCONNECT SWITCHES
NO
SE D T CS NO
SE D T CS
N

N
N

O O
S E UP S E UP
A S TE A S TE
M

M
R

D IS C D IS C

MIC MIC

For Training Purposes Only 10-23

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Stabilizer Trim Control Switches

The STAB trim control switches are located on the flight control trim panel (center
pedestal). For normal operations, both switches are normally released (not pushed in)
and remain dark. A white OFF legend is displayed only when the switch is selected.
This action will disconnect the channel from the trim system, and will remain
disconnected as long as the switch has been selected.

TRIMS STAB Switches

AIL RUD
Used to disconnect each channel of the
NL NR trim system or reset certain latched
L R transient faults.
W W Selecting the switch will disengage the
D D
pitch trim channel and the “OFF” light
will illuminate.

STAB
CH1 CH2

OFF OFF
GX_10_020

PUSH OFF/RESET

Failure monitoring within the FCUs provides automatic failure detection and transfer
to the opposite channel. Disabling of the failed channel will also automatically occur.

PITCH TRIM MODES OF OPERATION

The pitch trim operating priorities are shown in the table below:

PRIORITY MODE

1 MANUAL TRIM COMMAND - PILOT SWITCHES

2 MANUAL TRIM COMMAND - COPILOT SWITCHES

3 AUTOMATIC TRIM - AUTOPILOT (A/P 1 or 2)

4 MACH TRIM - AVAILABLE ONLY IF A/P OFF

10-24 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Manual Pitch Trim

The horizontal stabilizer trim is commanded through trim switches located on the pilot
and copilot control columns. The switches command airplane nose up or nose down
movement of the actuator with a controlled trim rate, dependent on the airplane Mach
number.

NO
SE D Stabilizer Trim Lever Switches

N
Enables pilot to vary stabilizer trim according
to flight requirement. Both levers must be
N

O pushed fully up or fully down to activate the

S E UP
A S TE pitch trim.
M

D IS C
IC
T Master Disconnect Switch
R/
Provides a disconnect command to
the AFCS, and disconnects the
pitch trim function and stall pusher
while the switch is held.

GX_10_021
NOTE:
The pilot control column
is shown, copilot's is similar.

The manual trim rate is 0.5 degrees per second at low Mach number and decreases
gradually to 0.3 degrees per second as the Mach number increases.

Mach Trim
Mach trim is available only if autopilot is off (manual pitch trim mode). The Mach
trim system provides longitudinal stability, using Mach speed information from the
ADCs and varies the angle of incidence of the horizontal stabilizer by commanding
the horizontal stabilizer actuator. Mach trim provides automatic compensation of
airplane pitching with changes of Mach number. The trim rate follows a schedule
dependent on Mach number. The Mach number is transmitted to the FCUs from the
airplane Air Data Computers (ADCs) which pass command signals to the MDU.
The Mach trim authority ranges from 0.5° nose up at 0.85 Mach to 1.8° nose up @ 0.9
Mach. The trim rate varies between 0.06 and 0.03 degrees per second as Mach
increases.

Automatic Pitch Trim

In the auto mode, the Mach trim inputs are inhibited. When automatic flight is
engaged, the trim system will take its commands from the AFCS. The AFCS function
is performed by the Integrated Avionics Computers (IACs). The FCU will receive
motor commands from the AFCS through the IACs, then pass the command signals to
the MDU. Trim rate and motion is received by the AFCS and monitoring is also
performed in the FCU.

For Training Purposes Only 10-25

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Manual trim has priority over autopilot pitch trim and mach trim. If the pilot or copilot
trim switches are activated with the autopilot engaged, the FCU will generate a signal,
causing the autopilot to disengage. The automatic pitch trim rate operation is from 0.5
to 0.015 degrees per second.

Stabilizer Trim Display

The EICAS page provides a full time display of the horizontal stabilizer trim position
and system status. The display is grouped with the display for the aileron and rudder
trims. The horizontal stabilizer trim position is represented by a pointer, moving on a
vertical linear scale. The pointer includes a digital readout of the trim value. The range
of stabilizer movement in degrees is converted to units from 0 to 14 for the purpose of
position display.
A “CONFIG STAB TRIM” red warning message is accompanied by a “NO
TAKEOFF” voice message, and is displayed during the takeoff roll if the stabilizer
trim is set outside the allowable takeoff range.
The color of the pointer and digital readout is dependent on system status:
• WHITE - on ground or during takeoff if the horizontal stabilizer trim is trimmed
outside the takeoff range (green band)
• GREEN - operative, and when on the ground or during takeoff, trimmed within the
takeoff range
When the airplane is on the ground or during takeoff, the trim takeoff range is
displayed as a green band within the white scale. In flight, the takeoff range (green
band) is removed.

Green Band (takeoff) NU

Between 4.5 and
11 units. Position Pointer/Digital Readout
Trim Scale 7.2 Moves vertically (in 0.1 units)
along the scale to indicate the trim
Pitch trim range for the setting.
horizontal stabilzer
trim position indication.
ND
STAB
NU – Nose Up
ND – Nose Down
Top and bottom of
the scale.

NU

The pointer/digital readout will turn

white with a “ CONFIG STAB TRIM ”
3.5 warning message.
GX_10_022

ND
STAB

10-26 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Stabilizer in Motion Aural Warning

The stabilizer in motion aural clacker signals operation of the horizontal stabilizer
under the following conditions:
• Operation of more than 3 seconds at a rate greater than 0.2 deg/sec OR
• More than 6 seconds at a rate greater than 0.08 deg/sec

CONFIGURATION WARNING

GX_10_023
CLACKER

Horizontal stabilizer trim position and condition is continuously monitored and any
fault detected is displayed on EICAS.

SPLRS/STAB In Test
An advisory message “SPLRS/STAB IN TEST” will be displayed when the spoilers
and stab trim systems are performing self test once hydraulics are applied. The
horizontal stabilizer system is inoperative through the duration (approximately 20
seconds) of the test. Refer to the EICAS MESSAGES in the spoiler section of flight
controls for the message display.

For Training Purposes Only 10-27

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Flight Control Invalid Data Displays

FLIGHT CONTROLS
Slat Invalid
SLAT –––

Spoiler Position
Vector

Spoiler Invalid

Aileron Surface
Hydraulic Pressure
FLAP ––– Not Available
Flap Invalid

Aileron Position AIL AIL

Indication invalid ELEV ELEV

Elevator Position
Rudder/Position Indication Invalid
Indication Invalid RUDDER

INVALID DATA

Control surface
displays:
• Flaps
• Slats
• Spoilers

NU –TRIMS–
AIL
Trim displays:
• Aileron
GX_10_024

• Rudder
• Stabilizer LWD RWD
ND
STAB NL RUDDER NR
INVALID DATA

10-28 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

SLAT/FLAP CONTROL SYSTEM

The slat and flap control system is an integrated electromechanical system which
operates both slats and flaps from a single flight compartment control lever. The slat
and flap control systems are mechanically independent. Each system is comprised of
actuators, linked through a rigid driveline, to a central Power Drive Unit (PDU). Each
PDU incorporates dual electric motor/brake assemblies. The slats and flaps will
continue to operate at half-speed with a single motor operating.
Asymmetry brakes for both slats and flaps are installed to provide driveline braking in
the event of shaft failures. Dual sensors are located at the outboard-most ends of the
driveline. They are used by the control units for system positioning and fault
monitoring. Position sensors are located next to each flap actuator to provide position
feedback to the control units.
The slats are extended first if both slat and flap extension are required. The flaps are
retracted first if both slat and flap retraction is required.
Two Slat/Flap Control Units (SFCUs) control the operation of the slats and flaps.
Electrically there are two independent channels for slats, and two independent
channels for flaps. Each SFCU controls and monitors the slats and flaps independently
of the other unit. Each SFCU controls one slat PDU motor and asymmetry brake, and
one flap PDU motor and asymmetry brake. System control provides protection against
asymmetry and uncommanded movement.

For Training Purposes Only 10-29

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

SLAT/FLAP System Schematic

SLAT FLAP

SLAT/
IN FLAP 0

OUT 0

OUT 6

OUT 16

OUT 30

SLAT/FLAP Slat
CONTROL System
LEVER

SFCU SFCU
1 2 Flap
System

Driveline SLAT SYSTEM

1 DC motor per SFCU channel =

2 motors per system

GX_10_025

FLAP SYSTEM

SLAT CONTROL SYSTEM

The slat system has four leading edge slat panels with two actuators per slat, connected
to a slats Power Drive Unit (PDU), linked through a rigid driveline (torque tubes/
bearings), and controlled by the slat/flap handle position. The PDU is driven by two
DC motors connected together in a speed sum configuration. Each motor is controlled
by a single channel SFCU. There is a brake on each slat motor that is also controlled
by the SFCU. The PDU provides protection against overload and jam conditions. To
protect against asymmetry, there are dual coil brakes and position sensors, located on
each outboard station, left and right, that interface with both SFCUs.
Anti-icing of the slats is controlled by the ice detection system. Telescopic ducting is
installed between the inboard fixed leading edge and the outboard slats for anti-icing.
Refer to Chapter 3 for additional information on the anti-icing/bleed system.

10-30 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Slat System Schematic

SLAT FLAP

SLAT/
IN FLAP 0
OUT 0

OUT 6

OUT 16

OUT 30
SLAT/FLAP
CONTROL
LEVER

SFCU SFCU
1 2
Slat
System
Driveline PDU
D IN
BO
OAR AR
INB D
M
1 ID
ID 2 motors 1
M
1 per SFCU M
2 channel ID
ID 2
M
D O
UT
AR BO

GX_10_026
O
TB AR
OU D
Asymmetry Brake

The slat position (in or out) and surface position is displayed on the FLIGHT
CONTROL synoptic page. Slat indication is also shown on the EICAS PAGE.

For Training Purposes Only 10-31

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Slat Position and Surface Indications

Failure annunciations
can be displayed Slat Position
above the SLAT label Indication Slat Surface

FLIGHT CONTROLS FLIGHT CONTROLS

SLAT IN SLAT OUT

FLAP O FLAP 3O

AIL AIL AIL AIL

ELEV ELEV ELEV ELEV

GX_10_027
RUDDER RUDDER

SLAT/FLAP SURFACES RETRACTED SLAT/FLAP SURFACES EXTENDED

SLAT POSITION INDICATION AND SURFACE COLOR

If the slats are at commanded position, the slat position indication and slat surface will turn green.
If the slats are in motion, the slat position indication and slat surface will turn white.
If the SLAT FAIL or SLAT FAULT message is displayed, the slat position indication and slat surface will turn
amber.
SYNOPTIC FAILURE ANNUNCIATIONS
LOGIC
LOCATION: ABOVE SLAT POSITION
HALFSPEED If SLAT HALFSPD message is on
DRIVE OVERHEAT 1 Overheat detected by channel 1
DRIVE OVERHEAT 2 Overheat detected by channel 2
DRIVE OVERHEAT 1-2 Overheat detected by channel 1 and 2

10-32 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

FLAP CONTROL SYSTEM

The flap system has three flap panels with four actuators connected to a flaps Power
Drive Unit (PDU), linked through a rigid driveline (torque tubes/bearings), and
controlled by the slat/flap handle position. The PDU is driven by two DC motors
connected together in a speed sum configuration. Each motor is controlled by a single-
channel SFCU. There is a brake on each flap motor that is also controlled by the
SFCU. The PDU provides protection against overload and jam conditions.
To protect against asymmetry, there are dual coil brakes and position sensors located
on each outboard station, left and right, that interface with the SFCU. There are also
direction sensors on the flap system used to detect actuator disconnects. The sensors
on the left wing report to SFCU 1 and the sensors on the right wing report to SFCU 2.

Flap System Schematic

SLAT FLAP

SLAT/
IN FLAP 0
OUT 0

OUT 6

OUT 16

OUT 30

SLAT/FLAP
CONTROL Flap
LEVER System

SFCU SFCU
1 2

Actuator

Position
INB
Transducer
D PDU
OAR OAR
INB D
E MI
DL Sensor DD
D Power LE
MI
GX_10_028

D Drive Unit OU
AR TB
TBO (2 DC motors, OA
RD
OU 1 per SFCU channel)

The flap position (degrees of travel) and surface position is displayed on the FLIGHT
CONTROL synoptic page. Flap indication is also shown on the EICAS page.

For Training Purposes Only 10-33

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Flap Position and Surface Indications

Failure annunciations
can be displayed
below the FLAP label FLAP Position Indication FLAP Surface

FLIGHT CONTROLS FLIGHT CONTROLS

SLAT IN SLAT OUT

FLAP O FLAP 3O

AIL AIL AIL AIL

ELEV ELEV ELEV ELEV

GX_10_029
RUDDER RUDDER

SLAT/FLAP SURFACES RETRACTED SLAT/FLAP SURFACES EXTENDED

FLAP POSITION INDICATION AND SURFACE COLOR

If the flaps are at commanded position, the flap position indication and flap surface will turn green.
If the flaps are in motion, the flap position indication and flap surface will turn white.
If the FLAP FAIL or FLAP FAULT message is displayed, the flap position indication and flap surface will turn
amber.
SYNOPTIC FAILURE ANNUNCIATIONS
LOGIC
LOCATION: BELOW FLAP INDICATION
HALFSPEED If FLAP HALFSPD message is on
DRIVE OVERHEAT 1 Overheat detected by channel 1
DRIVE OVERHEAT 2 Overheat detected by channel 2
DRIVE OVERHEAT 1-2 Overheat detected by channel 1 and 2

10-34 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

SLAT/FLAP Control Lever

An integrated slat/flap selector located in the flight compartment (center pedestal) will
command position of the slat/flap system operation.

SLAT FLAP
Slat/Flap Control Lever
SLAT/ To deploy slats/flaps, move the
IN FLAP 0 slat/flap selector aft to the position
that corresponds to the required
OUT 0 slat/flap angle.

OUT 6

OUT 16

OUT 30

GX_10_030

The slat/flap configuration is as follows:

SLAT POSITION FLAP POSITION PLACARD SPEED PROTECTION
IN 0 N/A LATCH
OUT 0 225 GATE
OUT 6 210 kts GATE
OUT 16 210 kts DETENT
OUT 30 185 kts LATCH

Flap Override Switch

A flap override switch is located on the EGPWS panel (center console) in the flight
compartment. The switch is used to cancel the flap aural warning if the flaps cannot be
correctly configured for an OUT/30 landing.

EGPWS
FLAP OVRD Switch
G/S WARN FLAP OVRD TERRAIN (safe guarded)
OVRD - When selected, mutes
the flap aural warning with the
MUTED OVRD OFF flaps not in the correct landing
configuration.
GX_10_031

For Training Purposes Only 10-35

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

FLIGHT CONTROL SYNOPTIC DISPLAY

SLAT Surface "Retracted" Position

FLIGHT CONTROLS The outline of the slat surfaces align
with the wing leading edge.
SLAT OUT
Slat Surface “Extended”
Position
Slat extended – The
outline of the surface is as
shown.

Flap Surface “Extended”

Position
FLAP 3O Flap extended – The
outline of the surface is as
shown.
AIL AIL
ELEV ELEV
Flap Surface “Retracted”
Position

GX_10_032
The outline of the flap surfaces
RUDDER align with the wing trailing edge.

SLAT/FLAP Primary EICAS Display

GEAR
Slat Position Indication
789 DN DN DN OUT
Displays symbol and position
annunciation.
OUT 3O
I
G Flap Position Indication
N Displays symbol and
ART 3O numerical value.

3.4
75O NU –TRIMS–
115 AIL
Slats/Flaps, Spoilers and Gear Position Pop-Up
The pop-up display will be removed from the EICAS
81 page (in flight only), 30 seconds after the gear and flaps
7.2 indicate up, spoilers retracted and no predetermined
malfunctions exist.
LWD RWD
GX_10_033

5O The pop-up display will appear with flap selection

greater than zero degrees, gear selected down, spoilers
O ND deployed and/or if any predetermined malfunctions exist.
STAB NL RUDDER NR

10-36 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

The following represents slat and flap configurations in both serviceable and failure
conditions.

CLEAN: SLATS IN TRANSIT, FLAP 0 DEGREES

Slat Position Slat Surface
Annunciation Icon
Wing
Outline

IN

O O

Detent Position
Scale

SLATS OUT, FLAPS IN TRANSIT SLATS OUT, FLAPS AT 16 DEGREES

OUT OUT

12 16

Flaps Position Flaps

Selected Detent Thermometer Readout

EXAMPLES OF SLATS AND FLAPS

FAILURES DETECTED DATA INVALID

–––

4 ––
GX_10_034

For Training Purposes Only 10-37

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

SLAT/FLAP OPERATION
Both SFCU 1 and 2 receive input signals from the slat/flap control lever. The SFCUs
then release the brakes from the motor drive units of the PDUs and asymmetry brake
detectors. The PDU powers the driveline and actuators to achieve slat/flap travel.
The position sensors return signals to the SFCUs to confirm correct operation of
speed, rotation and position. Each SFCU sends signals to Flight Control Units (FCUs)
1 and 2 which process this logic for system(s) operation.

SLAT SENSORS AND BRAKES FLAP SENSORS AND BRAKES

SLAT ACTUATORS FLAP ACTUATORS

SLAT FLAP
PDU PDU

MOTOR MOTOR MOTOR MOTOR

SLAT FLAP
CONTROL MONITOR CONTROL MONITOR
SLAT/
IN FLAP 0
SFCU 1 OUT 0 SFCU 2
OUT 6

E OUT 16 E
X X
S OUT 30 F
T T
L L
E E
A A
N N
T P
D D
S S
E E
D D
GX_10_035

FLIGHT CONTROL UNIT 1 FLIGHT CONTROL UNIT 2

10-38 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

FLAP/SLAT/GEAR EXTENSION SPEED BUGS

The slat/flap/gear extension speed bugs are displayed as illustrated below.
The slat/flap/gear extension speed bugs are displayed in a fixed position on the
airspeed tape, and will go out of view beyond the end of the airspeed tape.

NOTE
Speed bugs are only displayed at 18,000 feet and below, or with
Slat/Flap/Gear out.

The slat/flap/gear extension speed symbols are as follows:

240
250
240
230
SO SO Slats OUT / Flaps 0° - 225 knots.
2206
215
2104 F F Flaps extended 6°/16° - 210 knots.

200 LO LO Landing Gear in Operation - 200 knots.

190
F3 F3 Flaps Extended 30° - 185 knots.
GX_10_036

180

For Training Purposes Only 10-39

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

SPOILER SYSTEM
There are four Multifunctional Spoiler (MFS) panels and two Ground Spoiler (GS)
panels, located on the upper surface of each wing, just forward of the flaps. MFS and
GS position is shown on the EICAS and flight control synoptic pages.
A Flight Spoiler Control Lever (FSCL) in the flight compartment is used to control the
MFS symmetrically for in flight lift dumping. The FSCL provides input to the two
FCUs to control the extension/retraction of each MFS panel. Deployment angle is
proportional to the position of the FSCL. When the flaps are retracted, all four pairs of
MFS are available for lift dumping; with the flaps extended, only the two inboard pairs
are used.
The MFS panels provide roll assistance, in flight lift dumping (speed brakes) and
ground lift dumping. They are also used as a backup to the ailerons, in the event of an
aileron failure. The MFSs are electrically controlled by the FCUs which actuate
hydraulic PCUs, one per surface. The MFSs are hydraulically powered by systems 1
and 2. To prevent lift asymmetry, a failed panel will automatically disable the
corresponding symmetric panel on the opposite wing.

Multifunction
Spoilers
(4 per wing)

GX_10_037

Ground Spoilers
(2 per wing)

The GSs (inboard spoilers) deploy on ground only as part of the ground lift dumping
function. The GSs are controlled symmetrically to either the fully extended or fully
retracted position through hydraulically powered PCUs, one per surface. The GSs are
hydraulically powered by hydraulic systems No. 1 and 3. Hydraulic supply for PCU
operation is provided by an electrically controlled selector valve. Extension of a pair
of GSs is controlled by energizing two solenoid valves in the selector valve. Retraction
occurs as soon as electrical power is removed from one (or both) solenoids which
control valve movement.

10-40 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

The GS together with the MFSs are used to dump lift and increase drag to assist other
braking systems on landing, or in the event of a rejected takeoff. Each spoiler surface
is equipped with one proximity sensor to detect when the surface is retracted. When a
proximity sensor indicates a non-retracted surface and no deployment has been
commanded, an EICAS message will be displayed on the EICAS page.

Spoiler Functions
The spoiler system performs the following:
• ROLL ASSIST - by asymmetric deployment of up to four pairs of MFS to
augment aileron control. The surface deflection is a function of the handwheel roll
angle (derived from the average of two sensors) compensated for airspeed and flap
position. Right wing down command deploys the right spoilers, left remain
stowed. Left wing down deploys the left spoilers, right spoilers remain stowed
• PROPORTIONAL LIFT DUMPING - by symmetric deployment of up to four
pairs of MFS commanded by the FSCL. Proportional lift dumping and roll
commands are mixed to provide differential right and left MFS deployment. Four
pairs of MFS are available when the flaps are fully retracted. Two pairs (inboard)
of MFS will deploy at low altitude when the flaps are in any of their extended
position detents. Under this condition the outboard MFS will be available for roll
assistance only
• GROUND LIFT DUMPING - through the symmetric full extension of all spoilers
upon landing or during a rejected takeoff. At initial touchdown with at least one
left or right main landing gear indicating on-ground (wheels spinning up), the two
pairs of GS deploy first. The deployment of the two pairs of MFS is delayed (until
weight on wheels) for continued roll control
• COMBINATION ROLL ASSIST AND PROPORTIONAL LIFT DUMPING -
MFS control mixes the roll command and proportional lift dumping command. To
command a handwheel command and a FSCL command, spoiler deployment of
one wing decreases and increases on the other. The roll effect is obtained by the
differential deployment of left and right spoilers

SPLRS/STAB In Test
An advisory message “SPLRS/STAB IN TEST” will be displayed when the spoilers
and stab trim systems are performing self test once hydraulics are applied. The spoiler
system is inoperative throughout the duration (approximately 20 seconds) of the test.

For Training Purposes Only 10-41

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Spoiler Synoptic Display

The deployment position of all spoilers is shown on the EICAS page and flight
controls page. When there is no spoiler deployment, all position vectors disappear.
Symbology at each spoiler panel display the following:
• Spoiler panel status
• Deployed or retracted indications
Spoilers position and condition is continuously monitored and any fault detected is
displayed on EICAS.

Spoiler Scale
The horizontal line FLIGHT CONTROLS Ground Spoiler
represents the Position Vectors
maximum spoiler (line and arrow)
travel and remains as SLAT OUT The ground spoiler
full time display. position vectors will
be fully extended or
not displayed. They
will not move
MFS Position Vectors linearly.
(line and arrow)
The MFS position
vectors move linearly to
the top of the scale.
Spoiler Surface
Panel
All spoiler panel
FLAP 3O surfaces are full
time displays.

AIL AIL
ELEV ELEV
GX_10_038

RUDDER

MFS AND GS POSITION VECTORS AND SCALE COLORS

Item Color
Position Vector Green if surface is green
Position Vector Amber if surface is amber
Position Scales (upper tick mark) Remain white

10-42 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Spoiler Primary EICAS Display

Spoiler operation can be monitored when the pop-up window is displayed on the
EICAS page.

GEAR Spoilers Display

Multifunction and ground spoilers
789 DN DN DN are shown in the deployed position.

OUT
I
G
N
ART 3O
3.4
75O NU –TRIMS–
115 AIL
81
7.2
GX_10_039
5O LWD RWD
O ND
STAB NL RUDDER NR

The following are examples of spoiler configurations displayed on the EICAS page:

Ground MFS MFS

Spoilers 1&2 3&4
Icon Icon Icon

OUT OUT

3O 3O

ALL SPOILERS EXTENDED MFS EXTENDED (IN FLIGHT)

(ON GROUND)

OUT –––
GX_10_040

3O ––

MFS FAILURE DETECTED DATA INVALID

For Training Purposes Only 10-43

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Flight Spoiler Control Lever

The flight spoiler control lever (FSCL) located in the center pedestal (flight
compartment) is the input handle which controls the MFS surfaces for lift dumping in
flight. Markings on the mounting plate are illuminated by integral lighting located in
the lever. The FSCL includes four sensors to forward input lever command to the
FCUs.
The MFS may be extended to any position, between 0 and FULL, as required for the
intended flight path. Only the inboard pair of MFS are used in this range. The MAX
position is used for emergency descent whereby all MFS deploy if flaps are retracted
to zero degrees. The FSCL unlatch selector located on top of the FSCL must be
pressed to release the lever from the zero position and from the FULL to MAX
position. If the flaps are extended, only the inboard MFS are available for lift dump
and the MAX selection will have no effect.

FSCL Lever Assembly

• 0 – Retracted position.
• 1/2, and FULL position.
• MAX – Maximum extended position.

To deploy the flight spoilers, move the flight

spoiler lever aft to any of the detent positions.

0
R
E
1/2 T
R

FSCL Unlatch Selector A

FULL
• The unlatch selector located on the top of the C
lever must be pressed to release and operate MAX T
the lever from the zero position, and from the
FULL to MAX position.
• There are soft detents (with friction force) at 0

the following positions: FLIGHT

– between 0 and 1/2 1/2
SPOILER
– between 1/2 and FULL
• Whenever the lever is returned to the zero
GX_10_041

position (spoilers fully retracted), the lever will FULL

be latched again. MAX

For roll assist and proportional lift dumping, the spoiler scheduling depends on
handwheel roll sensors and FSCL sensors. Corrections to the scheduling is a function
of the airplane airspeed provided by the three air data computers and flap position
under control of the SFCUs.

10-44 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Multifunction Spoiler Operation - In-Flight

Proportional Lift Dumping Mode Only

Example: FSCL 1/2 & NO roll
0°
FSCL DEPLOYMENT TABLE
0
MFS 1 & 2 MFS 3 & 4 R
E
SE D T CS
NO

N
N
O
S E UP

0 0° 0° 1/2 A S TE

R
D IS C

position T
MIC

1/2
1/4 10° 0°
R
1/2 20° 0° A
FULL
3/4 30° 0° C
MAX T
FULL 40° 0°

GX_10_042
* ONLY IF
MAX 40° *46° FLAPS
AT 0° FLIGHT
20 deg 20 deg

Aileron Aileron

MFS MFS MFS MFS MFS MFS MFS MFS

4 3 2 1 1 2 3 4

For Training Purposes Only 10-45

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Proportional Lift Dumping Mode Only

Example: FSCL FULL
0°
FSCL DEPLOYMENT TABLE
0
MFS 1 & 2 MFS 3 & 4 R
E
SE D T CS
NO

N
N
O
S E UP

0 0° 0° A S TE

R
D IS C

T
MIC

1/2
1/4 10° 0°
R
1/2 20° 0° FULL A
position
FULL
3/4 30° 0° C
MAX T
FULL 40° 0°

GX_10_043
* ONLY IF
MAX 40° *46° FLAPS
AT 0° FLIGHT
40 deg 40 deg

Aileron Aileron

MFS MFS MFS MFS MFS MFS MFS MFS

4 3 2 1 1 2 3 4

Proportional Lift Dumping Mode Only

Example: FSCL MAX POSITION
0°
FSCL DEPLOYMENT TABLE
0
MFS 1 & 2 MFS 3 & 4 R
E
SE D T CS
NO
N
N

O
S E UP

0 0° 0° A S TE
M

D IS C

T
MIC

1/2
1/4 10° 0°
R
1/2 20° 0° A
FULL
3/4 30° 0° MAX C
position
MAX T
FULL 40° 0°
GX_10_044

* ONLY IF
MAX 40° *46° FLAPS
AT 0°
FLIGHT
46 deg 40 deg 40 deg 46 deg

Aileron Aileron

MFS MFS MFS MFS MFS MFS MFS MFS

4 3 2 1 1 2 3 4

10-46 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Proportional Lift Dumping Mode with Roll Assist

Example: FSCL 1/2 & left roll

0
R CS

T
1/2 E
position T
DN
SE

1/2

NO
NO UP
SE
ER
ST

MA
R

C
D IS

C
MI

A
FULL
C
MAX T

GX_10_045
FLIGHT

Aileron

Aileron
MFS MFS MFS MFS MFS MFS MFS MFS
4 3 2 1 1 2 3 4

FLIGHT SPOILER PILOT & COPILOT

CONTROL LEVER HANDWHEEL
Roll Assist Mode Only
Example: Left Roll
ZERO
position CS
T

0
R
E
DN
SE
NO

NO UP
SE
ER
ST
MA

D IS

T
C
MI

1/2
R
A
FULL
C
MAX T
GX_10_046

LEFT WING
FLIGHT Aileron

Aileron
MFS MFS MFS MFS MFS MFS MF MF
4 3 2 1 1 2 3 4

For Training Purposes Only 10-47

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Roll Spoiler Priority

The ROLL SPLRS priority switches are located on the glareshield at each pilot
position. They are released/pressed switches with a split legend, an amber ROLL SEL
and a white PLT ROLL (CPLT ROLL). During normal operation, the switches are not
selected and remain dark. The MFSs receive roll commands from the FCUs through
sensor inputs from movement of each control column. The roll commands are
averaged from the sensor inputs to the FCUs for MFS operation, with the disconnect
system in the normal configuration.

Jammed
Aileron Circuit

ROLL SPLRS
E SO N

ROLL SPLRS
ND

SE D T CS
NO
N

N
O

PU E S SA
ET
M
R

N
O
S E UP
CT
S

C SI D A S TE

R
CIM
D IS C

MIC

ROLL ROLL
SEL SEL
PLT CPLT
ROLL ROLL

PLT CONT CPLT CONT

Roll

GX_10_047
ROLL DISCONNECT Command
SWITCH Sensor

FCU’s

In the event of a jammed aileron system, the pilots free the non-jammed system by
forcing the disconnect mechanism. If no ROLL SPLRS switch selection is made
within 30 seconds following disconnect, the roll disconnect switch sends a signal to
the FCUs which command both ROLL SEL captions and a “ROLL SELECT”
message to appear. Both ROLL SEL captions illuminate to indicate to the pilot that a
priority is required by switch selection, for MFS operation due to disconnect. The 30-
second time delay for illumination of the ROLL SEL captions is to avoid increasing
pilot workload in the instant following an aileron system failure.

10-48 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

PILOT ROLL COPILOT ROLL

PRIORITY PRIORITY
SWITCH E SO N
Jammed SWITCH

ND
Aileron Circuit
SE D T CS
NO

N
O
PU E S SA
ET

M
R

N
O
S E UP
CT
A S TE

S
C SI D

R
CI M D IS C

MIC

ROLL SPLRS ROLL SPLRS

ROLL ROLL
SEL SEL
PLT CPLT
ROLL ROLL

PLT CONT CPLT CONT

Roll
Command 1 2 1 2
Sensors
ROLL DISCONNECT
SWITCH

LEGEND

GX_10_048
Active sensor
input
Inactive sensor FCU 1 FCU 2
input
TO MFS TO MFS

Selecting the appropriate priority switch prior to, or following a ROLL SEL
indication, commands the valid side to be used by the FCUs. Example above: if pilot
side is selected, both pilot and copilot ROLL SEL captions extinguish and the PLT
ROLL caption illuminates, and vice versa for a copilot action. Until one side is
selected, the FCUs continue to average pilot and copilot roll commands. After switch
selection, both FCUs will use the corresponding roll input (unjammed side). This will
enable the MFS to operate through their full range of operation with a single control
column input.

For Training Purposes Only 10-49

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

GND Lift Dumping/Auto Brake Control Panel

The panel is located in the center pedestal and is used to manually arm or disarm the
spoiler system.

GND LIFT DUMPING Switch

GND LIFT AUTO BRAKE
• MANUAL ARM – Manually arms the
DUMPING OFF LOW
ground lift dumping system and when the
airplane is on ground, all spoilers will be
MANUAL ARM
commanded to deploy. A status message MED
will be displayed when the switch is
selected to manual arm.
AUTO
AU HI
• AUTO – Arms the ground lift dumping.
• OFF – Selecting the switch “OFF” will
disarm the ground lift dumping system in
the event of an inadvertent deployment OFF
F

GX_10_049
or failure of the automatic system. A
status message will be displayed when
the switch is selected to off.

Ground Lift Dumping

Ground lift dumping function commands extension of the spoilers when engines are
equal or below idle, and the ground condition is recognized. Engine throttle lever
position is provided by sensors in the throttle lever assembly.
Ground condition is determined from the airplane height provided by:
• Radio Altimeters (RA)
• Wheel speed, through the Brake Control Unit (BCU)
• Weight-On-Wheels (WOW), through the Landing Gear Electronic Control Unit
(LGECU)
The ground lift dumping system is fully automated, or can be operated manually.
Arming, deployment and retraction is controlled by the FCUs.
In the event of a malfunction or failure of the automatic arming or disarming
(automatic retraction), the ground lift dumping system may be manually armed or
manually disarmed through the GND LIFT DUMP/AUTOBRAKE panel.

Arming
The system is automatically armed when the throttle levers are at the minimum takeoff
position (30° TLA). To prevent inadvertent deployment during taxi, automatic arming
will not latch until a takeoff speed of 45 knots is reached. The flight compartment
ground lift dumping MANUAL ARM switch is provided in case of auto arming failure
and to test the system during pre-flight.

10-50 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Deployment
All spoilers deploy automatically during a rejected takeoff.
The GSs deploy first in order to dump the airplane lift: therefore, the logic is split for
GS and MFS operations.
To deploy ground spoilers, the system must be armed, engine throttles at idle position
or below, and two of the three following conditions:
• Radio Altimeter (RA) below 7 feet
• One left or right main landing gear WOW indication
• One left or right wheel speed greater than 16 knots
Radio altimeter and wheel spin will normally be the first conditions satisfied.
Deployment of the MFS is delayed until the airplane is more firmly on the ground to
allow full pilot roll control through the use of spoiler roll assist.
To deploy multifunction spoilers, the ground lift dumping must be armed, both the left
and right throttles at idle (or below) and:
• Both main landing gear have WOW
AND
• Left and right wheel speed indication above 16 knots, or RA below 7 feet
When the MFS are fully extended for ground lift dumping, roll assist is available for
multifunction spoiler operation.

Disarm
The logic automatically disarms after the airplane has been on the ground for 40
seconds following touchdown and the wheel speed has decreased below 45 knots for
30 seconds. Automatic disarming prevents the spoilers from deploying during taxiing.
The system can also be manually disarmed (turned off) to override the automatic arm/
disarm circuits, through the ground lift dumping OFF switch on the GND LIFT
DUMP/AUTOBRAKE panel, located in the center pedestal.

For Training Purposes Only 10-51

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Spoiler System/FCU Interface

The spoiler system operation is under control of two Flight Control Units (FCUs)
which have dual modules to control and monitor the spoiler surfaces in pairs. The
FCUs receive input from various airplane systems and schedule the MFSs either
symmetrically or proportionally, depending on airplane configuration. The FCUs also
control and monitor the operation of the GS through valves within the ground spoiler
selector valves. Refer to SPOILER CONTROL AND MONITORING in this chapter.
The FCUs control the priority of spoiler operations for flight and ground phases of
operation, and spoiler system malfunctions are reported on the EICAS system.
The FCUs interface with the following systems for spoiler control and monitoring:
• BCU – Brake Control Unit provides wheel speed for Ground Lift Dumping (GLD)
logic
• LGECU – Landing Gear Electronic Control Unit provides Weight-On-Wheels
(WOW) for GLD logic
• DAUs – Data Acquisition Units provide hydraulic pressure data
• ADCs – Air Data Computers provide airspeed data
• RA – Radio Altimeter provides height for GLD
• TQ – Throttle Quadrant assembly provides left and right throttle lever position
sensors for GLD logic.
• SFCU – Slat/Flap Control Unit provides flap position for Proportional Lift
Dumping (PLD)

10-52 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Spoiler FCU Input Schematic

RA 1 RA 2
ADC 1 (BUS 1) ADC 1 (BUS 2)
ADC 2 (BUS 1) ADC 2 (BUS 2)
ADC 3 (BUS 1) ADC 3 (BUS 2)
SFCU 1 SFCU 2
LGECU CHANNEL A LGECU CHANNEL B

FCU 1 FCU 2
DAU MODULE MODULE MODULE DAU
MODULE
DATA 1A 2B 2A DATA
1B

PILOT ROLL COPILOT ROLL

PRIORITY PBA PRIORITY PBA
ROLL SPLRS ROLL SPLRS
NO
SE D T CS SC T D
E SO N
N

N
ROLL ROLL
N

N
O
S E UP PU E S O
A S TE S
ET A
M

M
R

R
SEL D IS C

MIC
C SI D

CIM
SEL
PLT CPLT
ROLL ROLL

PLT CONT CPLT CONT

ROLL
COMMAND
SENSOR
ROLL DISCONNECT
SWITCH

Flight
Spoiler MAX
THRUST
Handle 0
R
E
GND LIFT 1/2 T
DUMPING
R
MANUAL ARM A IDLE
FULL
C REV
AUTO
AU
MAX T

F
OFF MAX REV
FLIGHT
SPOILER ENG
L RUN R

OFF OFF

THROTTLE QUADRANT
BCU CHANNEL A ASSEMBLY BCU CHANNEL B
GX_10_050

LEGEND
Signals to FCU
OUTBOARD INBOARD
WHEEL SPEED WHEEL SPEED

For Training Purposes Only 10-53

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Spoiler Control and Monitoring

Spoiler control and monitoring of the MFS and ground spoilers are as follows:
Multifunctional Spoilers
The MFS PCUs are hydraulically powered and electrically controlled. The FCU
controls each PCU servo valve and uses an integral sensor to determine their position.
The PCUs incorporate a hydraulic lock to prevent upfloat in the event of a hydraulic
failure. The MFS surfaces use a proximity sensor to detect that the surface is retracted.
The FCU provides monitoring of the PCU command, PCU response to the command,
spoiler surface through the proximity sensor, and detection of interface electrical
failures.
When an MFS panel failure is detected, the opposite panel will automatically be
disabled, in order to ensure lift dumping remains symmetrical.

GROUND GROUND
SPOILERS SPOILERS MU
E RS INBRD OU LTI
IL OUTBRD INB
RD TBRD FU
PO 1 1 NC
NS 2 TIO
CTIO 2 NS
UN PO
TIF 3 3 ILE
MUL RS
4 4
GROUND GROUND
SPOILER SPOILER
SELECTOR SELECTOR
VALVE 1 VALVE 2

GX_10_051

MODULE MODULE MODULE MODULE

1A 1B 2B 2A

FCU 1 FCU 2

Ground Spoilers
An electrically controlled ground spoiler selector valve is used to provide hydraulic
pressure to single actuators (at each panel), to either retract or extend a left or right pair
of ground spoilers.
The FCU must energize two valves within the ground spoiler selector valve for a pair
of ground spoilers to deploy. Proximity sensors are used for monitoring and indication,
and to detect whether a ground spoiler panel is retracted or not.
The actuators at each ground spoiler panel incorporate a hydraulic lock to prevent
upfloat in the event of a hydraulic failure. Each of the two FCUs controls and monitors
one of the two pairs of ground spoilers.

10-54 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

STALL PROTECTION
The Stall Protection System (SPS) provides the flight crew with aural, visual and feel
(stick shaker) indications of an impending stall and, if no corrective action is taken, the
system activates the stick pusher mechanism, preventing the airplane from entering the
stall.
The stall protection system consists of two (electrically anti-iced) angle-of-attack
sensors, a dual-channel computer, two stick shakers, a stick pusher system, and mach
sensing to back up the air data computers. Each channel of the computer controls a
stick shaker. The computer provides two independent signals to the pusher system
logic. Both channels of the computer have to agree to activate the stick pusher system
based on similar system inputs.
The stall protection function is inhibited when both weight-on-wheels inputs indicate
on ground or calibrated airspeed is recognized to be less than 70 knots.
The stall protection computer continuously monitors the SPS, and faults detected are
sent to EICAS for aural and/or visual annunciation.

STALL PROTECTION COMPONENTS

The stall protection system consists of the following components:

ANGLE-OF-ATTACK (AOA) VANE

Two AOA vanes are mounted on the forward fuselage (left and right) of the airplane.
They rotate to align with the prevailing airflow to measure the direction of the airflow
relative to the fuselage.

GX_10_052

AOA VANE

For Training Purposes Only 10-55

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

The vanes provide information to both channels of the stall protection computer. There
are self-regulating heaters (controlled and monitored by the Heater and Brake
temperature Monitor Unit (HBMU)) located in the vanes. The heaters provide the
sensors with an anti-icing capability.

MACH TRANSDUCER
The mach transducer control is installed on the right side of the flight compartment,
below the copilot’s side console. It is connected to the pitot-static system through a
selector/isolator switch. The mach transducer receives electrical input and pressure
through connectors, and supplies secondary mach information to the channels of the
Stall Protection Computer (SPC). The ADCs supply primary mach data to the
channels of the SPC.

MACH TRANSDUCER
RANSD

Mach Transducer
PITOT STATIC
Selector
Normal operation is
selection in the
pitot/static position.

CLOSED CLOSED

GX_10_053
The mach transducer is operated in the pitot-static position, and is used to cross check
for errors from the micro air data computer system. This is accomplished by providing
dissimilar source for mach number, airspeed, and altitude inputs.

STICK SHAKER ACTUATOR

A stick shaker (mechanical vibratory device) actuator is located on each control
column and provides tactile sensing, simulating airplane buffeting.
NO
SE D T CS SC T E SO N
D
N

N
N

O
S E UP PU E S O
A S TE S
ET A
M

M
R

D IS C C SI D

MIC CIM

STICK STICK
SHAKER SHAKER
GX_10_054

STALL
PROTECTION
COMPUTER

The stick shakers consist of a high speed motor, and the actuators are controlled from
the SPC channels.

10-56 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

STALL PUSHER
If the angle of attack increases to a point where the airplane’s stall margin is too small,
the SPC will command a push of both control wheels. This is accomplished using a
motor assembly which will drive the forward left elevator quadrant. The right control
wheel will receive its input to push through the coupled automatic pitch disconnect
mechanism.
The pitch disconnect mechanism has a function to engage a solenoid piston to prevent
elevator split during push.
NO
SE D T CS SC T E SO N
D
N

N
N

N
O
S E UP PU E S O
A S TE S
ET A
M

M
R

R
D IS C C SI D

MIC CIM

STICK STICK
SHAKER SHAKER
Pusher
Actuator
Pitch Lock
Solenoid

GX_10_055
LEFT RIGHT
ELEVATOR ELEVATOR
QUADRANT STALL QUADRANT
PROTECTION
COMPUTER

The pitch disconnect solenoid is controlled by the SPC and when operated, prevents
the automatic pitch disconnect mechanism from activating when push is commanded
by the SPC.
When the AOA approaches pusher firing angle (1 1/2 degrees before push occurs), the
pitch disconnect locking mechanism is activated. When the push is canceled, the
solenoid for the pitch disconnect locking mechanism is deactivated.

STALL PROTECTION DISCONNECT BUTTONS

The stall protection disconnect buttons are located on the pilot and copilot control
column. These switches also provide a disconnect command to the autopilot and pitch
trim functions.

NOTE
A STALL PROTECT FAIL caution message will be displayed if
the disconnect button is held for approximately 12 seconds.

This stick pusher may be stopped by pressing and holding the autopilot/stick pusher
disconnect (AP/SP DISC) switch. This will remove power to the actuator as long as
either switch is depressed. The stick pusher is capable of operating immediately once
the autopilot/stick pusher disconnect switch is released, and a stall push is requested
by the computer.

For Training Purposes Only 10-57

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

NO
SE D T CS

N
N
O
S E UP
A S TE

R
D IS C

MIC

GX_10_056
NOTE:
The pilot control column is shown:
copilot control column is similar.
PUSHER DISCONNECT LEFT HAND
SWITCH COLUMN

The remaining stall warning functions are available with the disconnect button held.
Only the pusher function is disabled with either switch held. All other SPS events are
normal.

STALL PUSHER ON/OFF SWITCHES

The stall pusher ON/OFF switches are used for long term disabling of the pusher
system. The switches are located on the pilot and copilot side panels.

NOTE
Selecting either stall pusher switch to OFF will cause a STALL
PROTECT FAIL caution message to be displayed.

STICK
PUSHER
SYSTEM

STALL STALL
PUSHER
ER PUSHER
ER

ON ON
GX_10_057

OFF OFF

PILOT’S SIDE PANEL COPILOT’S SIDE PANEL

In the event of a malfunction, the stick pusher may be disabled by selecting the
PUSHER switch to OFF on the pilot’s or copilot’s stall protection panel. When either
or both switches are selected to OFF, the SPC cannot command a push.

10-58 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

STALL PROTECTION COMPUTER

A dual-channel Stall Protection Computer (SPC) monitors the following inputs:
• LH, RH Angle-Of Attack (AOA) transducers Angle of attack
• LH, RH Lateral, accelerometers Lateral acceleration
• LH, RH Slat/Flap Slat/Flap position
• Weight-On-Wheels 1, 2 (WOW) WOW and SPS inhibit
• ADC 1, 2 and 3 Mach, airspeed and altitude
• Inertial Reference Unit (IRU) Normal and lateral acceleration
• WOW Fail Weight-On-Wheels
The SPC receives data input from the bleed management computer, landing gear
electronic control unit, heater brake monitor unit and EMS/CDU through the data
acquisition units.
Low speed awareness output is a function of the SPC to the Electronic Flight
Instrument System (EFIS).
• Red line - Shaker or stall warning speed.

For Training Purposes Only 10-59

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

STALL PROTECTION COMPUTER SCHEMATIC

DAU 3

M
LATERAL ACCELEROMETER
O STICK
SFCU 1/2 N SHAKER
I LH
MACH TRANSDUCER T TEST EMS
(MACH) O INPUT
R
ENGINE
IGNITION
FLIGHT CONTROL UNIT 1 CHANNEL 1 (CONTINUOUS)
C
O
IRS 1/3 M
M
ADC #1/2 A AUTOPILOT
N DISCONNECT
AOA TRANSDUCER LH D PUSH
(ANGLE OF ATTACK) FAIL
EICAS
DISCONNECT/ GPWS
WOW 1 PUSH SIGNAL

WOW 2 TEST EMS

INPUT
AOA TRANSDUCER RH
(ANGLE OF ATTACK) C
O EICAS
ADC #2/3 M GPWS
M CHANNEL 2
IRS 2/3 A
N PUSH
FLIGHT CONTROL UNIT 2 D FAIL

MACH TRANSDUCER M STICK

(MACH) O SHAKER
N RH
SFCU 1/2 I DISCONNECT/
T PUSH SIGNAL
O
LATERAL ACCELEROMETER
R

DAU 4
GX_10_058

STICK
PUSHER

STALL STALL
PUSHER
ER PUSHER
ER NO
SE D T CS
N
N

O
S E UP
A S TE

ON ON
M

D IS C

MIC

OFF OFF

PUSHER
PILOT’S COPILOT’S DISCONNECT
LEFT-HAND
SIDE PANEL SIDE PANEL SWITCH
COLUMN

10-60 For Training Purposes Only

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

STALL PROTECTION OPERATION

The stall protection computer uses numerous system inputs to calculate the angle of
attack trip points. As a high angle of attack is approached:
• Ignition is activated
If the angle of attack continues to increase:
• The stick shakers are activated
• Autopilot disengages, and
• The voice advisory sounds

GX_10_059
“STALL”

If the angle of attack continues to increase:

• The pitch disconnect system will lock
• The stick pusher mechanism is activated
• The word STALL appears in a red box on the attitude sphere. (The stall
annunciation shall initially blink at a rate of 1 second on and 1/2 seconds off for 5
seconds, and then shall remain steady)

Stall
Annunciation 20 20

STALL 10 10
GX_10_060

PRIMARY FLIGHT DISPLAY

This results in both control columns advancing to the full forward limit to correct the
stall condition.
When stall has been corrected the SPC will cancel:
• The push and pitch disconnect locking mechanism
• Voice advisory
• STALL on the attitude sphere
• Ignition
• Stick shakers

For Training Purposes Only 10-61

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PILOT TRAINING GUIDE

STALL WARNING ADVANCE

In specific conditions, the SPC will cause warnings to occur sooner than normal. The
stall warning advance system will advance the stick shaker firing angles through the
SPC when these conditions are sensed. Examples of conditions leading to a stall
warning advance are listed below.
• Slat malfunction
• Flap malfunction
• Flight in icing conditions with wing anti-ice off or failed
The pilot has an interface through the Electrical Management System (EMS)/Control
Display Unit (CDU) to select the stall warning advance for undetected failures
(example: damage to slat panel due to bird strike or ice accretion on the wing which
cannot be dispersed). Either pilot’s EMS/CDU can command mode changes from the
control page 1/2. Once selected, it can only be canceled by pilot input. The two modes
of operation selectable on the EMS/CDU are NORM or REV.

SWITCH CONTROL 1/2

SLAT/FLAP RESET ON
STALL WARN ADVANCE NORM STALL WARN ADVANCE
Select the mode “NORM” or
LEFT FOOTWARMER ON
“REV” from control page 1/2.
RIGHT FOOTWARMER ON

BRT
CIRCUIT BREAKER SYSTEM BUS
GX_10_061

PREV NEXT EMER

STAT SYS BUS CNTL TEST
PAGE PAGE CONT

Select the SYSTEM CONTROL page

to display the STALL WARN ADVANCE
mode of operation.

NOTE
Only pilot action can return the advance mode to normal mode.

Pilot command interface on EMS/CDU:

• Command mode change from the control page
• Either pilot’s EMS/CDU can command mode changes

NOTE
The pilot cannot override advanced mode for detected failures.

10-62 For Training Purposes Only

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PILOT TRAINING GUIDE

Advanced mode indication on EICAS and EMS/CDU:

• STALL WARN ADVANCE EICAS advisory message
• ADVANCE on EMS/CDU

STALL SYSTEM PILOT-ACTIVATED TEST

The pilot-activated test is initiated by the pilot during pre-flight. It takes approximately
20 seconds to complete the test. The test is initiated through the EMS/CDU. Please
refer to Chapter 6, ELECTRICAL for the pilot-activated testing procedure.

TEST CONTROL 1/2 STALL TEST

FIRE TEST OFF (duration approximately
20 seconds)
STALL TEST OFF
Press the STALL TEST
AURAL WARNING TEST 1 OFF activation button to initiate
AURAL WARNING TEST 2 OFF test.
LAMP TEST 1 OFF
LAMP TEST 2 OFF

BRT
CIRCUIT BREAKER SYSTEM BUS

GX_10_062
PREV NEXT EMER
STAT SYS BUS CNTL TEST
PAGE PAGE CONT

The pilot-activated test will accomplish the following system results:

• Test can be accomplished on either pilot’s or copilot’s EMS CDU
• Select TEST, press the STALL TEST button and note the following
• Pilot’s stick shaker only is activated along with STALL annunciator on PFD
• Copilot’s stick shaker only is activated along with STALL annunciator on PFD
• Both stick shakers are activated along with STALL annunciator on both PFDs,
IGN annunciated on EICAS and STALL aural
• Stick pusher is activated and both control columns move full forward and then
return to neutral (twice)
• After the above test is complete, press and hold the MASTER DISC button on
either the pilot’s or copilot’s control wheel (hold for not less than 12 seconds) and
note the following
• That the following messages are displayed while holding the button
• AP 1-2 FAIL advisory message
• STAB TRIM caution message
• STALL PROTECT FAIL caution message
• All messages go out once the MASTER DISC button is released

For Training Purposes Only 10-63

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PILOT TRAINING GUIDE

SYSTEM INTEGRATION
The integrated nature of the Global extends to the operation of the Primary Flight
Control, Secondary Flight Control and Stall Protection Systems. The integration of the
Flight Control System in this manner enhances aircraft control and optimizes the
operation of other aircraft systems.

PRIMARY FLIGHT CONTROLS

The Primary Flight Controls provide the means by which the AFCS effects flightpath
control. It follows, then, that malfunctions in this portion of the Flight Control System
may impact autopilot operations. These conditions include:
• Jamming of the copilot’s aileron control circuit renders the autopilot inoperable.
The aileron autopilot servo cannot input the required aileron control surface
• Jamming of the copilot’s elevator control circuit renders the autopilot inoperable
as the associated servo is again unable to input the system
• Jamming of the pilot’s elevator control circuit renders the stick pusher inoperative
• Loss of both yaw dampers renders the autopilot inoperable as these rudder
components are used to input AFCS directional commands

SECONDARY FLIGHT CONTROLS

The Secondary Flight Control System is integrated with other aircraft systems through
transmission of flap position information. Results of this interaction include:
• The immediate and automatic deployment of the RAT upon the loss of all AC
power when the flaps are out of the zero position. This is not the case when the
flaps are in the fully retracted position, at which time a 14-second delay is
introduced to the automatic RAT deployment cycle
• Modification of Enhanced Ground Proximity and landing gear warning systems
settings and indications on the basis of flap position. As is the case with RAT
deployment, modification logic is premised on the fact that the aircraft is likely in
departure or approach operations and closer to the ground when flaps are extended

STALL PROTECTION SYSTEM

The Stall Protection portion of the Flight Control system is integrated with the EMS
CDU for pilot-activated system test purposes and the manual advancement of stall
warning thresholds. In addition, it is integrated with the Bleed Management Computer
system to effect the automatic advancement of stall warning thresholds and indications
when icing conditions are detected concurrently with a failure in the wing anti-ice
system.

10-64 For Training Purposes Only

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 FLIGHT CONTROLS
PILOT TRAINING GUIDE

PRIMARY/SECONDARY FLIGHT CONTROL EICAS MESSAGES

“NO TAKEOFF” “NO TAKEOFF”

CONFIG RUD TRIM CONFIG AIL TRIM

Display during take-off, if Displayed during take-off, if
rudder trim is out of certified aileron trim is out of certified “NO TAKEOFF”
range (green band) range (green band).
CONFIG STAB TRIM
Displayed during takeoff, if
STAB TRIM stabilizer trim is out of certified
Indicates both pitch trim range (green band).
channels are inoperative.
May be result of: CONFIG AIL TRIM
• failure CONFIG RUD TRIM MACH TRIM FAIL
• both STAB switches Indicates the mach trim
selected OFF CONFIG STAB TRIM function has failed due to loss
• MASTER DISC switch MACH TRIM FAIL of mach data information.
pressed for more than 5 STAB TRIM
RUD LIMITER FAIL RUD LIMITER FAIL
RUD AUTHORITY HIGH Indicates that the rudder
Indicates that the rudder RUD AUTHORITY HIGH
limiter capability is lost. It may
authority available is too high RUD AUTHORITY LOW be accompanied by an
for the indicated airspeed. ELEVATOR SPLIT additional rudder authority
RUD AUTHORITY SAFE caution message.
ELEVATOR SPLIT
Displayed anytime elevator RUD LIMITER FAULT
RUD AUTHORITY LOW
split is: Indicates that the rudder
• at or greater than 4 degrees authority available is low
above 250 knots, or (rudder limiter failed in low
• 6 degrees below 250 knots. authority position).
RUD AUTHORITY SAFE 789
Indicates that rudder authority
is safe in current configuration
and speed.
GX_10_063

RUD LIMITER FAULT

Indicates that one channel of
the rudder limiter is
inoperative.

For Training Purposes Only 10-65

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PILOT TRAINING GUIDE

PRIMARY/SECONDARY FLIGHT CONTROL EICAS MESSAGES (Cont)

STAB CH 1 FAIL
STAB CH 2 FAIL
Indicates that channel 1or 2 STAB CH 1 FAIL PITCH FEEL FAULT
failed. Indicates that either pitch feel
STAB CH 2 FAIL is inoperative, or degraded
PITCH FEEL FAULT (force gradient not nominal)
FCU FAULT FCU FAULT on one or both channels.
Indicates that a fault has been STAB CH 1 OFF
recognized by the flight
control unit (maintenance STAB CH 2 OFF
STAB CH 1 (2) OFF
action before the next sche- Indicates that the affected
duled check). This message pitch trim off switch (center
appears only on the ground. pedestal) has been selected
to the OFF position.

789
GX_10_064

10-66 For Training Purposes Only

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 FLIGHT CONTROLS
PILOT TRAINING GUIDE

SLAT/FLAP EICAS MESSAGES

“NO TAKEOFF”
CONFIG SLAT/FLAP
Indicates that the slats are not
out, or flaps are not at the
correct takeoff configuration.

SLAT FAULT
FLAP FAULT CONFIG SLAT/FLAP
Indicates that the affected SLAT FAIL
system has shut down and SLAT FAULT FLAP FAIL
Indicates that the affected
may be out of the selected FLAP FAULT actuating system is
position due to a jam, loss of
power, overheat,etc. SLAT FAIL inoperative.
FLAP FAIL
SLAT HALFSPD SLAT HALFSPD SLAT DRIVE OVHT
FLAP HALFSPD FLAP HALFSPD FLAP DRIVE OVHT
Indicates that the affected
actuating system is operating
SLAT DRIVE OVHT Indicates that one slat/flap
motor has overheated and
at half speed. FLAP DRIVE OVHT shut down.
SLAT-FLAP BIT SLAT-FLAP BIT
Indicates (on ground only)
that maintenance action is
required prior to the 500-hour
scheduled interval.

789
GX_10_065

For Training Purposes Only 10-67

Sept 04
 FLIGHT CONTROLS
PILOT TRAINING GUIDE

Spoiler EICAS Messages

“NO TAKEOFF”

CONFIG SPOILERS
Displayed during takeoff, if
a spoiler is deployed for
other than roll assistance.

ROLL SPOILERS FAIL FLIGHT SPOILERS FAIL

Indicates that roll function for
at least two pairs of MFS is
CONFIG SPOILERS Indicates two or more flight
spoilers have failed.
inoperative. FLT SPOILERS FAIL
ROLL SPOILERS FAIL GND LIFT DUMP
FLT SPLR DEPLOYED
Indicates flight spoilers GND LIFT DUMP Indicates when at least two
pairs of spoilers (MFS or GS)
deployed at low altitude,
(below 300 ft. AGL, or when FLT SPLR DEPLOYED are not available or degraded
for ground lift dumping, or
the throttle quadrant angle is
at high power).
SPLR LEVER FAIL ground lift dumping is not
available.
ROLL SELECT
ROLL SELECT
Indicates roll disconnect
and no roll priority has been
selected within 30 seconds.
SPLR LEVER FAIL
Indicates that the MFS
function for at least two
pairs of MFS is inoperative.
Ground lift dump and roll
assist are not affected.

789
GX_10_066

10-68 For Training Purposes Only

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PILOT TRAINING GUIDE

Spoiler EICAS Messages (Cont)

FLIGHT SPOILERS FAULT

Indicates that a single pair of flight
spoilers is inoperative (may be
retracted or deployed).

GND LIFT DUMP

Indicates that the ground lift
SPLRS/STAB IN TEST
dump function for one pair of
Indicates that the spoilers
ground spoilers is inoperative,
and stab trim systems are
or ground spoiler upfloat is FLT SPOILERS FAULT performing self-test once
occurring in flight.
GND LIFT DUMP hydraulics are applied. Both
systems are inoperative
NO TAKEOFF
Indicates that the airplane is SPLRS/STAB IN TEST during the test (aproximately
20 seconds).
not configured for takeoff
(example: trims, slats/flaps,
NO TAKEOFF
spoilers or parking brake on) GND LIFT DUMP OFF GND LIFT DUMP OFF
during taxi. Displayed if the GND LIFT
GLD MANUAL ARM DUMPING “OFF” switch is
selected off.
GLD MANUAL ARM PLT ROLL SPLRS
Displayed if the GND LIFT
DUMPING “MANUAL ARM” CPLT ROLL SPLRS PLT ROLL SPLRS
switch is selected to manual. Displayed if the pilot roll
spoilers switch is selected.
CPLT ROLL SPLRS
Displayed if the copilot roll
spoilers switch is selected.

789
GX_10_067

For Training Purposes Only 10-69

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PILOT TRAINING GUIDE

STALL PROTECTION EICAS MESSAGES

STALL WARN ADVANCE STALL PROTECT FAIL

Indicates that the stall warning Indicates either the pusher is
advance has been activated. Can manually deactivated, pusher
occur automatically based on switch is disabled, or one of the
airplane condition or manually following have failed:
through the EMS CDU. STALL PROTECT FAIL • a SPC channel.
• AOA sensor, or
STALL WARN ADVANCE • the pusher.
STALL WARN BASIC
Indicates that the system is STALL WARN BASIC
incorrectly operating in a single PITCH DISC FAULT PITCH DISC FAULT
engine configuration (Basic
mode). MACH XDUCER FAIL Indicates that the pitch
disconnect solenoid has failed
SHAKER 1 (2) FAIL in the locked or unlocked
MACH XDUCER FAIL position.
Indicates that the mach
transducer has failed. SHAKER 1 (2) FAIL
Indicates pilot or copilot’s
shaker has failed (actual
motor) or the commanding
SPC channel has failed.

789
GX_10_068

10-70 For Training Purposes Only

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 FLIGHT CONTROLS
PILOT TRAINING GUIDE

EMS CIRCUIT PROTECTION

CIRCUIT BREAKER - SYSTEM 1/2

AFCS DOORS
AIR COND/PRESS ELEC
APU ENGINE
BLEED FIRE
CAIMS FLT CONTROLS
COMM FUEL

BRT
CIRCUIT BREAKER SYSTEM BUS
PREV NEXT EMER
STAT SYS BUS CNTL TEST
PAGE PAGE CONT

CB - FLT CONTROLS SYSTEM 1/4 CB - FLT CONTROLS SYSTEM 3/4

AILERON TRIM DC 2 IN SLAT/FLAP CTLR 2 DC ESS IN
FLT CTL 1 CH A DC 1 IN SLAT/FLAP PWR 1 AC 1 CCBP IN
FLT CTL 1 CH B DC 2 IN SLAT/FLAP PWR 2 AC ESS CCBP IN
FLT CTL 2 CH A DC ESS IN SPC CH A BATT IN
FLT CTL 2 CH B DC ESS IN SPC CH B DC ESS IN
MACH TRANSDUCER BATT IN STAB TRIM CH 1 AC 1 ACPC IN

M M
CB - FLT CONTROLS SYSTEM 2/4 CB - FLT CONTROLS SYSTEM 4/4
P FEEL/RUD LIM 1 DC 2 IN STAB TRIM CH 2 AC ESS IN
P FEEL/RUD LIM 2 DC ESS IN STICK PUSHER PWR BATT IN
PUSHER LOCK CH A BATT IN STICK SHAKER 1 BATT IN
PUSHER LOCK CH B DC ESS IN STICK SHAKER 2 DC ESS IN
RUDDER TRIM DC ESS IN
GX_10_069

SLAT/FLAP CTLR 1 BATT IN

M M

For Training Purposes Only 10-71

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PILOT TRAINING GUIDE

PAGE INTENTIONALLY LEFT BLANK

10-72 For Training Purposes Only

Sept 04