OPERATING MANUAL

PSP 601A-6

SECTION 10
FLIGHT CONTROLS

TABLE OF CONTENTS

Page

GENERAL
A. Control Disconnect Systems 1
B. Power Control Units 1
C. Artificial Feel Mechanisms 2
D. Trim Systems 2
E. Control Surface, Trim and Flap Position Indicators 2
F. Gust Locks 2
ROLL CONTROL SYSTEM 3
A. Aileron Trim 3
B. Aileron Control Wheels 3
C. Artificial Feel Mechanisms 3
YAW CONTROL SYSTEM 4
A. Rudder Trim 4
B. Rudder Pedal Assemblies 4
C. Anti-Jam Mechanisms 4
D. A r t i f i c i a l Feel Mechanisms 4

PITCH CONTROL SYSTEM 5

A. Pitch Trim 5
B. Control Columns 6
C. Gain Change Mechanisms 6
D. Artificial Feel Mechanisms 6
E. Anti-Jam Mechanisms 6
WING FLAP SYSTEM 7
A, Flap Control Unit 7
B- Power Drive Unit 7
C. Asymmetry/Overspeed Detector and Brake Assemblies 8

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Page

6. SPOILER SYSTEM 8

A. Flight Spoilers 8
B. Ground Spoilers 9
7. STALL PROTECTION SYSTEM 9
A. Angle-of-Attack Transducers 10
B. Stall Protection Computer 10
C. Stall Protection System Monitoring 11
D. Stick Shakers 11
E. Stick Pusher Sub-system 12

LIST OF ILLUSTRATIONS
Figure
Number Title Page
1 Flight Controls 13
2 Control Disconnect T-Handles 14
3 Flight Controls - Hydraulics 15
4 Control Surface Position Indicator and Servo Monitor Lights 16
5 Trim Controls and Trim Position Indicators 17
6 Control Wheel 18
7 Wing Flap Controls and Indicators 19
8 Spoiler Controls and Indicators 20
9 Stall Protection System Controls and Indicators 21

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 OPERATING MAMUAL
PS? 601A-6

SECTION 10
FLIGHT CONTROLS

1. GENERAL (Figures 1 and 3)

The primary flight controls, consisting of roll control, yaw control, pitch
control, flight spoilers and ground spoilers, are fully powered from all three
hydraulic systems. Mechanical inputs from the pilots1 controls in the flight
compartment are conveyed via push/pull rods, quadrants and cables to power
control units (PCU). There is no interconnection between hydraulic systems,
and all PCUs are totaViy independent of each other. The secondary controls
consist of the wing trailing edge flaps and control surface trim systems, and
are electrically controlled and actuated.
The ailerons, elevators and flight spoilers are each powered by two of the
three independent hydraulic systems. The rudder is powered by all three
systems and the ground spoilers are powered by No. 1 system only. The primary
flight control systems are capable of continued safe operation if jamming or
disconnection of a component, loss of normal electrical power and, with the
exception of the spoilers, loss of hydraulic systems No. 1 and/or No. 2 occur.
Jamming or disconnection of a component is nullified by incorporation of dual
control circuits with anti-jam and/or disconnect mechanisms.
Loss of normal electrical power is overcome by an air-driven generator (ADG)
which is capable of supplying, emergency electrical power to drive hydraulic
system No. 3.

Loss of hydraulic systems No. 1 and/or No. 2 is catered for by hydraulic system
No. 3 which supplies a PCU for each of the primary controls except spoilers.
A. Control Disconnect Systems (Figure 2)
Control disconnect mechanisms are provided for disconnecting the control
columns (pitch control) and the control wheels (roll control), if a jam
occurs in their respective cable runs. The disconnect mechanisms are
operated by the PITCH DISC and ROLL DISC T-handles on the centre pedestal.

If a jam occurs in the rudder control circuits, break-out bungees and an

anti-jam mechanism isolate the jammed circuit. Yaw control is retained by
both pilots.

B. Power Control Units

The primary flight control surfaces are fully power-operated by hydraulic

actuators known as power control units. To provide for failsafe operation
and eliminate fluid interflow between the three aircraft hydraulic systems,
each aileron is powered by a dual PCU consisting of two independent
actuators; each elevator is powered by two independent PCUs; and the rudder
is powered by three independent PCUs.

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Each PCU consists mainly of a control-valve-operated piston moving in a

cylinder.
The PCUs are connected to the control surfaces by rod-end attachments and
operate to move the control 1 surfaces in the desired direction upon receipt
of a signal from the pilots controls or from the automatic flight control
system (AFCS). A flight control monitoring unit monitors the operation of
the PCUs. The flight control monitoring unit receives inputs from PCU
proximity sensors and transmits warning signals to the servo monitor panel
in the flight compartment.
Artificial Feel Mechanisms
Because the primary flight control surfaces are fully power-operated,
artificial feel mechanisms, consisting of spring devices, are incorporated
in the control systems to simulate aerodynamic forces and provide a means
of sensing control loads under various flight conditions.
Trim Systems (Figures 5 and 6)
Trim inputs are introduced into the roll and yaw control systems by
electrically driven actuators controlled by the AIL TRIM and RUD TRIM
switches on the centre pedestal. Pitch trim is obtained by varying the
angle of incidence of the horizontal stabilizer. Signals from the pitch
trim switches on the control wheels, from the AFCS and from the stability
augmentation system (SAS) are processed by a control unit to operate an
electrically driven actuator which applies the required amount of
stabilizer deflection. The pitch trim disconnect switch on each control
wheel disconnects and brakes the pitch trim actuator in an emergency.
Control Surface, Trim and Flap Position Indicators (Figures 4, 5 and 7)
Flight control surface positions and trim angles are displayed on
indicators located on the centre instrument panel. A flap position
indicator on the copilot's instrument panel displays flap position angles.
Inputs to the position indicators are provided by transmitters and trim
actuators.
Gust Locks
Gust locking of the ailerons, rudder and elevators is provided by trapping
hydraulic fluid within the PCUs whenever hydraulic pressure is removed from
the PCUs. This arrangement locks the control surface against the effect of
gusts but permits restricted movement of the surface, if a sufficiently
large external force i s applied continously.

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2. ROLL CONTROL SYSTEM

Roll ( l a t e r a l ) control is achieved by hydraulically powered ailerons which are

controlled primarily from conventional column-mounted horn-type wheels.
Primary control is supplemented by an e l e c t r i c a l l y actuated trim system.

The r o l l control system incorporates a dual PCU for each a i l e r o n , and a dual
control system. Normally, both control systems are interconnected so that
there is simultaneous movement of both ailerons; but i t is possible to isolate
a jammed aileron control c i r c u i t by means of a disconnect mechanism, thereby
allowing limited control (one aileron only) through the unjamrned c i r c u i t (refer
to Figures 1 and 2 ) .

Control wheel movement is transmitted by cables and pulleys which incorporate

an a r t i f i c i a l feel unit to the PCUs located outboard in the wing, forward of
the rear spar.

Each PCU actuator is capable of aileron operation should there be a failure

associated with the adjacent actuator.

Signal inputs from the AFCS are made through the right aileron system only.
Therefore, should jamming of the right control system occur, the autopilot
inputs would not be transmitted to the l e f t aileron system ( r e f e r t o Section 4 ) .

A. Aileron Trim

An e l e c t r i c a l l y driven actuator applies a bias to the primary control

c i r c u i t , when required, by operation of the AIL TRIM switches located on
the centre pedestal. The amount of trim applied to the ailerons is shown
on the control surface trim position indicator.

B. Aileron Control Wheels (Figure 6)

The aileron control wheels are horn-type handwheels, spline-mounted on the

control columns. Each control wheel mounts a pitch trim switch, a pitch
trim disconnect switch, an autopilot/stick pusher disconnect switch, an
autopilot touch control switch and a radio key.

C. A r t i f i c i a l Feel Mechanisms

Two a r t i f i c i a l feel mechanisms provide the pilots with positive feel of the
power-operated control system and act as centering devices.

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3. YAW CONTROL SYSTEM

Yaw (directional) control is achieved by a hydraulically powered rudder,

controlled primarily from conventional dual, cross-coupled pedals- Primary
control is supplemented by an electrically actuated trim system.
The yaw control system incorporates three independent, parallel-connected PCUs
and a dual control system which includes two anti-jamming mechanisms for
isolating or overriding the effects of a jammed circuit, enabling control to be
maintained via the intact circuit. The system i s also protected by anti-jam
mechanisms built into the PCU input levers, which act to isolate a jammed PCU.
Pedal assembly movement is transmitted by cables and pulleys which include
artificial feel mechanisms, load limiters and a trim mixing system.
In addition to control inputs from the pedal assembly, inputs from the
stability augmentation system of the AFCS are applied to the system through two
yaw dampers in the trim mixing system (refer to Section 4 ) .
A. Rudder Trim
An electrically driven actuator applies a bias to the primary control
circuit, when required, by operation of the RUD TRIM control located on the
centre pedestal. The amount of trim applied to the rudder i s shown on the
control surface trim indicator.
B. Rudder Pedal Assemblies

Conventional rudder pedal assemblies enable foot control of the aircraft

wheel brake system and the rudder control system.
Each set of pedals is provided with a hand-operated adjusting mechanism to
cater to the individual requirements of p i l o t s .
C. Anti-Jam Mechanisms
The two forward anti-jam mechanisms operate to nullify the effects of a
jammed cable circuit and maintain normal pedal/rudder movement ratio.
The anti-jam mechanism on each rudder PCU acts as a push/pull rod for the
PCU input linkage during normal operation. If the input linkage cannot
move because of a jam in the PCU, the anti-jam mechanism breaks out to
isolate the defective PCU from the system. The remaining PCUs continue to
operate the rudder.
D. Artificial Feel Mechanisms
Two artificial feel mechanisms provide the pilots with positive feel of the
power-operated system and act as a centering device for the system.

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4. PITCH CONTROL SYSTEM

Pitch ( l o n g i t u d i n a l ) control i s achieved p r i m a r i l y by two independent,

hydraulically powered e l e v a t o r s . Elevator movement i s controlled from
conventional control columns. Primary control i s supplemented by an
e l e c t r i c a l l y actuated t r i m system which varies the angle of incidence o f the
horizontal s t a b i l i z e r .

The p i t c h control system i n c o r p o r a t e s two parallel-connected PCUs f o r each

elevator, and a dual control system. Normally, both control systems are
interconnected so that there i s simultaneous movement of both e l e v a t o r s , but i t
is possible to i s o l a t e a jammed c i r c u i t by means o f a disconnect mechanism,
thereby providing limited p i t c h c o n t r o l (one elevator only) through the
remaining c i r c u i t (refer t o Figures 1 and 2 ) .

Control column movement i s t r a n s m i t t e d by cables and p u l l e y s , through an

a r t i f i c i a l feel u n i t , to t h e PCUs.

Operation of the elevator PCUs i s s i m i l a r to t h a t o f the a i l e r o n PCUs.

Signal inputs from the AFCS are made through the rear quadrant of the l e f t
elevator control system o n l y . Therefore, should jamming of the l e f t cable
c i r c u i t occur, the a u t o p i l o t i n p u t s would no longer be available to the
elevator system.

A. Pitch Trim

The aircraft is trimmed iti pitch by varying the horizontal stabilizer angle
of incidence. Trim commands from the pilot's or copilot's control wheel
switches, the AFCS and the stability augmentation system (SAS) are
processed by a trim control unit to operate the electrically driven
stabilizer actuator. Commands from the pilot's trim switch override those
from the copilot's trim switch, the AFCS and the SAS. Commands from the
copilot's trim switch override only those from the AFCS and the SAS. Both
control wheels have a red disconnect button, PITCH TRIM DISC, which can be
pressed to remove power from the system and brake the actuator. In order
to enhance the longitudinal trim movement, the movement of the horizontal
stabilizer is accompanied by a degree of elevator movement that alters the
stabilizer/elevator camber. An elevator servo input is generated by the
horizontal stabilizer movement to produce the required elevator deflection.

The electrically driven screw actuator, located at the top of the vertical
stabilizer, varies the horizontal stabilizer angle of incidence. The
actuator is driven by two electric motors directly connected to the drive
train each containing a high and low trim rate. Manual trim commands from
the control wheel pitch trim switches produce a steady rate of stabilizer
movement of 1/2 degree per second. Depending on flap position, the
autopilot commands variable high or low trim rates of 0.1 to 0.5 degree per
second and 0.01 to 0.1 degree per second respectively. Mach trim commands
a variable rate of stabilizer movement between 0.01 and 0.1 degree per
second. Each of the electric motors driving the trim actuator is protected
against overspeed by a dual coil brake.

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The control unit controls the rate and direction of movement of the
actuator. The unit consists of two independent channels and operates from
two power busses so that electrical failure on one bus does not preclude
operation of the stabilizer trim. A pilot reset capability allows channel
transfer at the pilot's option,
The system normally operates on channel No. 1, with channel No. 2
performing only a monitoring and back-up function. Should a failure occur
within a controller channel or its associated motor, the control unit
automatically transfers to the back-up channel. In the event of an
overspeed condition, the control unit removes power from the drive motor
and operates the brake in the actuator. Channel failure, overspeed
condition and channel change are indicated by switch/lights on the centre
pedestal.
Two trim position sensors on the actuator send signals to the control
unit. One sensor supplies the AFCS with stabilizer angle data and the
second is connected to the flight recorder. Both position sensors provide
travel limit signals for the control unit. Stabilizer trim position is
also an input to the take-off configuration warning system. A third
position sensor supplies position signals to the control surface trim
position indicator.
Control Columns
The pilot's and copilot's control columns each consist of a conventional
tubular column mounted vertically in a housing. A control column shaker,
which is a component part of the stall protection system, is mounted on the
column.
Gain Change Mechanisms
Two independent gain change mechanisms ensure that the rate of elevator
movement increases as the control column is moved from neutral to provide
the required control response.
Artificial Feel Mechanisms
Two artificial feel mechanisms, one for each elevator, provide the pilots
with positive feel of the power-operated systems and act as centering
devices for the systems. The system is designed to ensure a reduced feel
force when rapid control column movement is required.
Anti-Jam Mechanisms
The elevator anti-jam mechanisms act normally as push/pull rods for the PCU
input rod linkages. If a PCU input linkage cannot move because of a jam in
the PCU, the mechanism breaks out to isolate the defective PCU from the
system. The other PCU continues to operate the affected elevator.
When the mechanism breaks out, a proximity sensor is deactivated and the
amber PITCH light on the SERVO MONITOR panel comes on (refer to Figure 4).

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5. WING FLAP SYSTEM (Figures 1 and 7)

The flap system consists of externally hinged inboard and outboard
double-slotted flap panels mounted on the trailing edge of each wing. The
panels are electrically driven by a power drive unit (PDU) located in the main
landing gear bay. The motor action of the PDU is translated to eight
actuators, two to each flap panel, by flexible shaft assemblies. An
asymmetry/overspeed detector and brake unit is incorporated in each flap drive
system.

The outboard flaps have fixed leading edge vanes and the inboard flaps have
movable leading edge vanes which automatically extend or retract as the flaps
are lowered or raised.
The flaps are extended or retracted in response to command signals from the
FLAPS control lever located on the centre pedestal.
The signals are fed to the PDU via the flap control unit. If the control unit
logic detects an anomaly such as flap asymmetry or overspeed, power is removed,
causing the PDU motor brakes and the asymmetry/overspeed detector brakes to
stop the system. The FLAPS FAIL light on the copilot's instrument panel comes
on when a system fault is detected.
A. Flap Control Unit
The flap control unit (FCU) is powered from dc bus No. 1 and dc bus No. 2.
Although two power supplies are provided, only one is necessary to operate
the unit. The function of the unit is to assess the flap extend/retract
commands received from the FLAPS control lever and provide the correct
activating signal to the PDU. Once a selected flap angle is reached, the
flaps are locked in position by the PDU motor brakes and the
asymmetry/overspeed detector brake units.
The FCU also signals the aural warning unit (refer to Section 3) to
initiate aural warnings for airspeed/flap, take-off/flap and gear-up/flap
configuration incompatibilities.
B. Power Drive Unit

Two PDU motors are coupled to a mechanical differential which drives the
output shaft through a clutch and an output gear train. With power applied
to the PDU, the motor brakes are released and the motor drives the flexible
shaft assemblies and actuators. When the selected flap position is
reached, the motors are de-energized and the motor brakes are re-applied.
If power to one of the PDU motors fails, the associated brake is
automatically applied and the second motor continues to operate the system
at half speed. In the event of overheating of a PDU motor, thermal
switches de-energize the applicable motor and an amber overheat light on
the copilot's instrument panel comes on. The thermal switches reset once
the overheat condition has passed.

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C. Asymmetry/Overspeed Detector and Brake Assemblies

The function of these assemblies is to transmit signals to the FCU to
provide positive braking action to the flaps in the event of asymmetric
movement of the left and right flaps, or o*e-speed.

6. SPOILER SYSTEM (Figures 1 and 8)

Wing l i f t modulation is achieved by the operation of f l i g h t and ground
spoilers- The flight spoilers may be extended to any position, between 0 and
MAX (40 degrees), required for the intended flight path. The ground spoilers
have only two positions, fully retracted during flight or fully deployed (45
degrees) when activated with the aircraft on the ground, to assist other
braking systems by dumping l i f t and increasing drag.

A. Flight Spoilers
The flight spoilers are two hydraulically powered panels, one hinged to the
upper surface of each wing, forward of the outboard flaps, and are
controlled mechanically through pilot movement of a lever on the centre
pedestal. Each panel is powered by two hydraulically independent PCUs.
Each PCU is independently connected to i t s spoiler and is capable of
spoiler operation should the adjacent PCU fail either mechanically or
hydraulically.
The spoiler control lever is connected to the PCUs via cables and pulleys.
The spoilers are fully retracted when the lever is in the fully forward
position. Pulling the spoiler control lever rearward deploys the flight
spoilers, spoiler panel deployment being proportional with control lever
movement.

Lever positions, when selected, are held by a serrated plate and plunger
mechanism.

Spoiler panel position is transmitted to the control surface position

indicator, the LH FLT SPLR and RH FLT SPLR lights and the LEFT and RIGHT
FLIGHT SPOILERS lights.

A detent mechanism on both of the spoiler wing circuits prevents

unacceptable spoiler asymmetry. I f an asymmetry occurs, the detent
mechanism closes the affected spoiler when the spoilers are less than
one-half extended or retracts i t to the one-half extended position when the
spoilers are more than one-half extended- Operation of the LEFT and RIGHT
FLIGHT SPOILERS lights indicate that the flight spoiler detent mechanism is
serviceable and that blowback protection in an asymmetrical spoiler
condition has been reset to the one-half extended position.

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B. Ground Spoilers
The ground spoilers are two hydraul ically powered panels, one hinged to the
upper surface of each wing, forward of the inboard flaps, and are
controlled electrically. Each panel is powered by one actuator supplied
from a dual hydraulic selector valve.
The ground spoilers deploy automatically when armed, with a
weight-on-wheels or wheel spin-up signal present, and the spoiler control
lever and throttle lever selected to the proper positions (refer to Figure
8).
A spoiler control unit monitors weight-on-wheels and wheel spin-up signals,
throttle lever position, GROUND SPOILERS switch position and the position '
of the two valves in the dual hydraulic selector valve. When all of the
conditions for ground spoiler deployment have been met, hydraulic pressure
is applied at the ground spoiler actuators, the actuators unlock and the
spoilers are powered to the extended position. If the spoiler control unit
detects a difference in the positions of the hydraulic selector valves, the
ground spoilers, if extended, close and lock. If both throttle levers are
not pulled back to IDLE simultaneously, the SPLRS INOP light will come on.
Ground spoiler operation is monitored via the LH and RH GND SPLR and SPLRS
INOP lights. The system test is initiated via the GROUND SPOILERS switch.

7. STALL PROTECTION SYSTEM (Figure 9)

The stall protection system senses the aircraft angle of attack, provides the
flight crew with a visual and tactile warning of an impending stall and, if no
corrective action is taken, prevents flight into the stalled condition by
activating a stick pusher mechanism. The principal system components consist
of two trailing vane type angle-of-attack transducers, a dual-channel stall
protection computer, two altitude transducers, two lateral accelerometers and
two flap position transmitters. The system controls and indicators are:
Two stick shakers
A stick pusher sub-system
Stall protection test indicators
System warning lights and test switches
An aural warning horn (warbler)

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When a dangerously high angle of attack is approached, the stall protection

computer applies continuous ignition to the engines and, if the angle of attack
continues to increase, activates the stick shakers to generate a stall warning
in the form of a mechanical vibration of the control columns. If the aircraft
angle of attack still continues to increase to the stick pusher trip point, the
aural warning horn sounds and the stick pusher sub-system forces the control
columns forward to effect recovery from the impending stall. When the aircraft
angle of attack has decreased to a preset point below the pusher trip point,
the aural warning horn stops and the stick pusher is deactivated. The stick
shakers and continuous ignition switch off automatically when the aircraft
angle of attack decreases through their respective trip points.

Red STALL/PUSH lights flash whenever the aural warning horn and stick pusher
are operating.
If the autopilot is engaged when the aircraft approaches the stall, it is
automatically disengaged on a signal from the stall protection computer when
the aircraft angle of attack reaches the stick shaker trip point.

A. Angle-of-Attack Transducers
There are two angle-of-attack transducers, one on each side of the forward
fuselage. Each transducer is attached to an externally mounted trailing
vane. The trailing vane is moved by the local airflow which varies in
proportion to the aircraft angle of attack. The angles of attack sensed by
the left and right transducers are transmitted to the left and right
channels respectively of the stall protection computer.
The transducer trailing vanes are protected against ice by built-in heater
elements controlled from the ADS heater control panel (refer to Section 14).

B. Stall Protection Computer

The stall protection computer is divided into two identical and independent
(left and right) channels. Each channel uses inputs from its associated
angle-of-attack transducer, altitude transducer, lateral accelerometer and
flap position transmitter to compute angle-of-attack trip points for
auto-ignition, stick shaker operation, aural warning and stick push. If
the angle of attack increases at a rate greater than 1 degree per second,
the computer lowers the angle-of-attack trip points for the various system
functions. This action prevents the aircraft momentum in the pitching
plane from carrying it through the stall warning/stick pusher sequence into
the stall.

The two altitude transducers provide altitude signals to the associated

left and right sides of the stall protection computer. The transducers are
connected to the left and right static systems via static source selectors
on the pilot's and copilot's side panels (refer to Section 11).

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 OPERATING MANUAL
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As the altitude transducers signal an increase in altitude between 2,000

and 15,000 feet, the computer progressively lowers the angle-of-attack trip
points for the stick shaker and pusher. Below 2,000 feet and above 15,000
feet, the trip points are constant- If one or both of the altitude signals
i s lost or if the difference between signals exceeds 2,000 feet, the
computer automatically applies the trip points associated with the 15,000
foot altitude.
The two lateral accelerometers monitor skid or sideslip and signal the
corresponding channel of the computer. Each of the computer channels uses
the signals to generate compensated angle-of-attack values produced by
manoeuvres involving skid or sideslip. The compensated angles insure that
adequate stall protection i s provided during uncoordinated flight. The
trip points are also lowered progressively, on signals from the two flap
position transmitters, as the flaps move, through the 0-, 20-, 30- and
45-degree positions- If one or both of the flap position signals are lost,
the computer automatically applies the stick shaker, continuous ignition
and stick pusher trip points associated with the next higher flap setting.
The weight-on-wheels inputs from the landing gear control unit enable the
computer to disable the stick shakers and pusher and the system failure
warning lights while the aircraft is on the ground, except during system
test.
To prevent inadvertent operation of the stick pusher due to a failure in
one of the computer channels, the computer does not command a stick push
unless both of the computer channels signal a stick push simultaneously.
Stall Protection System Monitoring
The stall protection computer monitors the operation of the system for
possible mechanical defects in the angle-of-attack transducers and for
faults in the electrical circuitry.
Stick Shakers
There are two stick shakers, one on the p i l o t s and one on the copilot's
control column. Each shaker is a dc electric motor driving an eccentric
weight. The shakers operate independently of each other and are powered by
their respective stall protection computer channels. The noise of the
stick shakers operating i s sufficiently loud to constitute an aural warning
of shaker operation.

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E. Stick Pusher Sub-system

The stick pusher consists of a rotary actuator driven by a dc electric

motor which operates on the right elevator control. The pusher logic
circuits are so arranged that pusher signals must be transmitted
simultaneously from both channels of the stall protection computer befcr,- a
stick push can be initiated. When in operation, the stick pusher exerts an
80-pound forward push on the control columns. Red STALL/PUSH lights flash
whenever the stall protection system computer commands a stick push.

In order to prevent the aircraft from flying into a low or negative G

condition during the stick push, two accelerometer switches disconnect the
pusher drive i f the aircraft reaches 0.5 G during the pitching manoeuvre
induced by the stick push.

At any time, the pilot or copilot can stop the stick pusher and disconnect
the autopilot by pressing and holding the AP/SP DISC switch installed on
the l e f t horn of each control wheel. The stick pusher is capable of
operating immediately when the switch is released. The stick pusher can be
deactivated by either of two PUSHER toggle switches, located on the pilot's
and copilot's STALL PROTECTION panels, which would cause flashing STALL
PROTECT FAIL lights to come on.

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 chanehtyer
OPERATING MANUAL
PSP 601A-6

AUTOPILOT SERVO
ACTUATOR

PILOTS CONTROL COLUMN

Flight Controls SECTION 10

Figure 1 Page 13
Apr 02/87
 OPERATING MANUAL
PSP 601A-6

PITCH DISC AND ROLL DISC T-HANDLES

Provides a disconnecting mechanism for control columns and
control wheels if a jam occurs in respective cable runs.
Puffing either handte disengages associated mechanism.
Then, rotating handle left orrightsecures handle in
disconnected position. Releasing handle into stowed position,
reconnects associated controls and re-abgns control column
or wheels, as appropriate.
When PITCH DISC handle is pufled. pflot controls left
elevator and copilot controls right elevator.
When ROLL DISC handte is potted, pilot controls left aileron
and copilot controls right aileron.

CENTRE PEDESTAL

Control Disconnect T-Handles SECTION 10

Figure 2 Page 14
Apr 02/87
 OPERATING MANUAL
PSP 601A-6

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

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TO
LANDING GEAR
AND
BRAKE SYSTEMS
LEGEND
NO. 1 HYDRAUUC SYSTEM
NO. 2 HYDRAUUC SYSTEM
NO. 3 HYDRAUUC SYSTEM

Flight Controls - Hydraulics SECTION 10

Figure 3 Page 15
Apr 02/87
 OPERATING MANUAL
PS? 601A-6

CONTROL SURFACE POSITION

INDICATOR
Provioes a continuous indication of
control surface posrticns over Tht->r
operating range.

L AND R FLT SPLR L A N D R AILERON

Right spader up indications. 21.3 degrees
Max 40 degrees 21.3 degrees
2/4 28 degrees
la 16 degrees
V4 5 degrees

iR L N R \
F ELEVATOR
|A • •
RUDDER

L X R \ Left/right indications
L AND R ELEVATOR
LEFT 25 degrees
Up 23.6 degrees RIGHT 25 degrees
Down 18.4 degrees RUDDER

CENTRE INSTRUMENT PANEL

PITCH LIGHT
Amber PITCH light comes on when
proximity sensors detect a jammed
control varve or input linkage at the
elevator power control units.

MON SAFE LIGHT

Green MON SAFE light comes on
ROLL A N D YAW LIGHTS when all aileron and rudder PCUs
are unpressurized (all hydraulic
NOTE Amber ROLL and YAW faghts come systems off) and all elevator PCUs
o n whenever proximity sensors are unjammed.
Wrth hyotaufie power off. servo detect a jammed control valve or
monitor panel lights are as follows: hydraulic pressure deficiency at the
- ROLL fight is on respective power control units.

- Y A W light is on
- PITCH light is out CENTRE PEDESTAL
- M O N SAFE fight is on.

Control Surface Position Indicator and SECTION 10

Servo Monitor Lights Page 16
Figure 4 Apr 02/87
 chauencjer
OPERATING MANUAL
PSP 601A-6
T R I M POSITION INDICATOR
Provides a continuous indication
to trim position over their
operating range.

ROD N l AND NR
Nose (left) NL/noseright <NR) STAB NUP
indications Nose up (NUP) indications.
Left 8.5 degrees StabBizer moves from 0 to -9
Right 8.5 degrees degrees incidence. Green band
indicates take-off (TO) trim range.

AIL LWD AND RWD LWD RWD/

Up 7.5 degrees
Down 7.5 degrees TRIM^^

CENTRE I N S T R U M E N T PANEL
NOTE
If input signals to trim indicator are
lost, aileron and rudder pointers
move off scale 90 degrees from zero
index. Stabilizer pointer moves off
scale to a point between scale end
points.

AILERON TRIM CONTROLS

RUDDER TRIM CONTROL
Control switches sets aileron trim up
Control switch sets rudder trim left and down.
and right.

PITCH T R I M
r—PUSH-

CMANI

CHANNEL INOPERATIVE
SWITCH/UGHT
CHAN 1 INOP OVERSPEED/CHANNEL CHANGE
CHAN 2 INOP SWITCH/LIGHT
Amber fights indicate failure in Amber lights indicate pitch trim
respective channel. overspeed or channel change. Can
be used to change from one channel
Pressing swxtch/bght in conjunction to other for test.
with OVSP/CHANGE CHAN
switch/light activates pitch trim Pressing switch/tight in conjunction
system. with CHAN 1/CHAN 2 switch/Hght
activates pitch trim system.
CENTRE PEDESTAL

Trim Controls and Trim Position Indicators SECTION 10

Figure 5 Page 17
Apr 02/87
 OPERATING MANUAL
PSP 601A-6

PITCH TRIM SWTICH

Enables piot to vary pitch trim
according to flight requirement.
AUTOPILOT/STICK PUSHB* DISCONNECT
vvvrrcH
^ed pushbutton which, when pressed, diserrgages
•topfiot and deactivates stick pusher. When
R A D I O K>rY
;*teased, stick pusher system is immediately
reactivated but autopilot remains disengaged. Light grey button which, when
pressed., switches on radio
transmitter.

FRONT VIEW

PITCH TRIM DISCONNECT ^AJTCh

Red button which, when pressed, removes power
from system and brakes actuator to cater to a
possfcle runaway trim actuator. System is
reactivated with CHAN 1 INOP/CHAN 2 INOP
and OVSP/CHANGE CHAN switch/lights
AUTOPILOT TOUCH CONTROL (refer to figure 5).
Black button which, when pressed,
enables pilot to manoeuvre aircraft
without disconnecting autopilot.

REARVIEW

Control Wheel SECTION 10

"Sure 6 p a g e 18
Apr 02/87
 canadair
chaiienQer
OPERATING MANUAL
PSP 601A-6

OVHT
FLAPS M0T1
FAIL OVHT
MOT 2
PDU MOTOR OVERHEAT LIGHTS

Amber light comes on to indicate an

overheat condition in the associated
PDU motor.
FLAP FAIL LIGHT

Amber light comes on to indicate a

flap asymmetry or speed response
fault.

FLAP POSITION INDICATOR

Provides a continuous angular

indication of the flaps over their
operating range.
COPILOT'S INSTRUMENT PANEL

FLAP CONTROL LEVER

Controls operation of flap power

drive unit (PDU).

Lever quadrant is marked with the

four flight modes:

Flight/Taxiing 0 degrees
Take-off 20 degrees
Approach 30 degrees
Landing 45 degrees

Each mode corresponding with a

detented position of the lever.

CENTRE PEDESTAL

Wing Flap Controls and Indicators S E C T I O N 10

Figure 7 Page 19
Apr 02/87
 canadair
chaiienQer
OPERATING MANUAL
PSP 601A-6

FLIGHT SPOILER DEPLOYED INDICATON

Amber lights come on steady when flight spoilers

are not fully retracted. Lights come on flashing LH FLT RH FLT
and take-off configuration aural warning sounds
when N1 rpm is increased beyond 75% and flight SPLR SPLR
spoilers are not retracted.
LH GND RH GND
SPLR SPLR
GROUND SPOILER DEPLOYED INDICATION

Amber lights come on when ground spoilers are GLARESHIELD

at any position other than fully retracted.

SPOILER CONTROL LEVER

To deploy flight spoilers, lever may be moved

rearwards to any one of eight detented positions
according to flight path requirements until MAX
position stop is reached.

FLIGHT SPOILERS LEFT AND RIGHT

INDICATION

Green lights come on when flight spoilers are

extended beyond one-half position.

GROUND SPOILERS SWiTCH

ON - Arms ground spoilers for deployment.

Ground spoilers deploy automatically if a weight-
on-wheels or wheel spin-up signal is present and
either of the following two sets of conditions has
been met:

- Spoiler control lever at or above 0 through

to 1/4 positions and both throttle levers
have been advanced above IDLE then
returned to IDLE or SHUTOFF positions.

-Spoiler control lever is between 1/4 and

MAX positions and both throttle levers are
at IDLE or SHUTOFF positions.

OFF - Ground spoilers are disarmed and cannot

be deployed.

TEST - LH and RH GND SPLR and SPLRS INOP

lights come on to indicate correct operation of
ground spoiler control system. Refer to Volume 1. CENTRE PEDESTAL
NORMAL PROCEDURES for test procedure.

GROUND SPOILER INOP LIGHT

Amber light comes on if spoiler control unit

detects fault in ground spoiler hydraulic selector
valves or if both throttle levers are not pulled back
to IDLE simultaneously.

Spoiler Controls and Indications S E C T I O N 10

Figure 8 Page 20
Jul 19/05
 ehauenper
OPERATING MANUAL
PSP601A-6

STALL/PUSH LIGHTS (2)

Red lights flash when angle of attack reaches
stick pusher trip point.

ALT COMP FAIL LIGHTS (2)

Red lights come o n if one or both attitude signals STALL PROTECT FAIL WARNING LIGHTS (2i
to SPS computer are lost or if 2000 foot Red warning lights flash in the following cases:
difference between t h e m is detected. 15,000 foot
angle of attack trip points are applicable when - To indicate a system fault.
tights are on. Whenever one of th AP/SP DISC buttons on
the control wheels is pressed.
- During system test.
Lights come on steady when power is removed
GLARESHIELD from system.

YELLOW SECTOR
RED SECTOR

BLUE SECTOR

SPS TEST INDICATORS (2)

Coloured sectors on indicator provide references
NOTE for stall warning/stick pusher sequence during
system test (refer to Volume 1. NORMAL
Stick pusher can only be tested on the ground; PROCEDURES). Indicator is nor calibrated to
all other tests can be conducted on the ground provide in-flight angle of attack indication oi
or in-flight. approach speed reference.

P I L O T ' S A N D COPILOTS SIDE P A N E L S

STALL
PROTECTION

STICK PUSHER SYSTEM SWITCHES £2)

TEST PUSHER Two-position toggle switches wired in series
.ON between stick pusher actuator and battery bus.
When both switches are sei to ON. power is
available for stick pusher operation.
If one switch is OFF. stick pusher cannot operate
and both STALL PROTECT FAIL lights come on
steady.

PILOTS STALL PROTECTION TEST SWITCH G SWITCH TEST SWITCH COPILOTS STALL PROTECTION TEST
Spring-loaded toggle switch. Holding switch on Spring-loaded toggle switch tests operation of SWITCH
activates serf-testing of stall protection system. one of the accelerometer switches o n stick
During test, simulated approach to stall is Spring-loaded toggle switch. Holding switch o n
pusher actuator- During stick pusher test, correct activates test of right side of system. Test is
observed as pointer o f left SPS TEST operation of accelerometer switch is indicated if
INDICATOR moves f r o m the blue to the red identical to test of left side of system activated
stick pusher is immediately de-energized when G by pilot s TEST switch except that right stick
sector. Stick pusher can be checked only when SWITCH TEST switch is set to TEST.
pilot's and copilot's TEST switches are held on shaker operates and ALT COMP FAIL lights d o
simultaneously. not come o n .

PILOT'S FACIA PANEL

COPILOTS FACIA PANEL

Stall Protection System Controls and Indicators SECTION 10

figure 9 Page 21
Apr 02/87