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B757 RB211 – 535E4B

Section 1a
Flight Controls
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TABLE OF CONTENTS

CSEU 4

Yaw Damper Stabilizer Trim Module 16

Speed Brake Inhibit 20

TE Flaps 30

Stabilizer Trim 50

Elevator 54

Rudder 62

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FLIGHT CONTROL SYSTEM ELECTRONIC UNIT (CSEU)

Two control system electronic units (CSEU) are located in the main
equipment center. Each CSEU contains six modules which include
two power supply modules (PSM) and four operating modules. The
four operating modules include three spoiler control modules (SCM)
and a yaw damper/stabilizer trim module (YSM). The CSEU’S
operate independently of each other and do not provide a redundant
or backup capability for each other except for the elevator
asymmetry limiter, speed/Mach trim, and rudder ratio changer
functions. Either PSM can provide all the power requirements of the
operating modules in the same CSEU but cannot provide power to
the modules in the other CSEU.

The CSEU modules provide electronic control and failure


protection, and annunciation for selected spoiler, elevator, stabilizer
and rudder functions.

Like modules are interchangeable between the left and right CSEUs.

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CSEU INTERFACE

Control /Operation

The control system electronic unit (CSEU) modules perform control The YSM receives inputs from the air data and inertial reference units
functions in the elevator, spoiler, stabilizer and rudder systems. The (ADIRU’s) and position signals from an actuator LVDT to control a yaw
CSEU modules use various inputs to provide outputs to actuators damper actuator.
and modules as follows.
Hydraulic/Air Ground Inputs
Spoiler Control Modules (SCM)
All the CSEU operating modules receives hydraulic pressure switch and
Each SCM receives command signals from rotary and linear air/ground relay signals for various control, test and fault indication
variable differential transformers (RVDT/LVDT) and spoiler panel functions.
position from spoiler actuator LVDTs. Each SCM controls two
actuators.

Yaw Damper/Stabilizer Trim Module (YSM)

The YSM receives stabilizer trim control inputs from flight control
computers (FCC) and alternate and manual electric trim switches.
Stabilizer position is from a stabilizer position module (SPM). The
YSM provides control signals to a stabilizer trim control module
(STCM).

The YSM uses speed signals from the air data system (ADS) and
actuator position switch inputs to control an elevator asymmetry
limiter actuator.

The YSM also uses speed signals and position signals from a ratio
changer mechanism LVDT to control the ratio changer actuator.

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CSEU
POWER

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DISTRIBUTION

The left control system electronic unit CSEU power supply modules
(PSM) are powered by the standby ac/dc busses. The right CSEU
PSMs are powered by the left and right busses.. The dual PSMs in
each CSEU output 26 vac, +5 vdc and +/-15 vdc to the four
operating modules as follows:

- 26 vac is supplied to the yaw damper/stabilizer trim (YSM) and


spoiler control modules (SCM). This is used as reference power and
as excitation power to the yaw damper, control wheel, speedbrake
lever, and ratio changer rotary and linear variable differential
transformers (RVDT/LVDT). The spoiler actuator RVDTs receive
excitation power from the PSM through the SCM. PSM one in each

CSEU supplies 26 vac power with automatic failure changeover to


PSM two.

- 5 vdc is supplied by both CSEU PSMs to the YSM for


microprocessor operation.

- +/-15 vdc is supplied to all the modules for card and electro-
hydraulic servo valve operation.

- 28 vdc is supplied to all the modules for solenoid valve, actuator,


relay, and fault monitor operation depending on the specific module.

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CSEU

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AIR/GROUND AND HYDRAULIC DISCRETE
INPUTS

General

The control system electronic unit (CSEU) modules use air/ground


relay and hydraulic pressure switch discrete inputs for control of
fault annunciation and systems operation.

Air/Ground Relay Inputs

Air/Ground relays provide three separate air/ground signals to the


spoiler (SCM) and yaw damper/stabilizer trim (YSM) modules.
Three inputs enable these modules to perform control functions after
failure of one air/ground input, using the two inputs in agreement.

Hydraulic Pressure Switch Inputs

Each CSEU module receives hydraulic pressure switch signals from


the hydraulic system that powers the actuators/motors the module
controls.

This input is used to control fault annunciation when an actuator


fails to respond to command due to low hydraulic system pressure.

The SCMs also use hydraulic pressure signals from the hydraulic
system to reset fault latches. Each YSM also receives a hydraulic
pressure signal from the hydraulic system powering the hydraulic
motor controlled by the other YSM for control of a fault message
and light.

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NOTES

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CSEU FAULT ANNUNCIATION

General

The yaw damper/stabilizer trim (YSM) and spoiler control modules


(SCM) provide fault annunciation for their interfacing systems.
They provide EICAS messages at both the maintenance and alert
levels. White maintenance messages generally indicate faults in the
associated system that do not affect operation. Yellow alert messages
and amber lights generally indicate loss of that function. The power
supply modules (PSM) have a red fault light in the module push-to-
reset switch that indicates a power output is, or has been, out of
limits.

Operation

The YSM’s and SCM’s have microprocessor based built-in-test


equipment (BITE) that contain menus that can be accessed through
front panel test switches. Maintenance messages indicate a fault has
been detected and the system module that should be tested. These
modules display existing faults and can retain faults in non-volatile
memory for approximately 64 flights (about 256 faults)

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YAW

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DAMPER/STABILIZER TRIM MODULE BITE

General

The yaw damper/stabilizer trim module (YSM) BITE provides are the same as existing faults. The memory cannot be erased and, when
ground test and fault detection/indication for the following airplane full, will clear the first-in fault to enter the new fault.
systems:
- Ground test - Eight ground tests can be performed in this menu. These
Yaw damper tests can be used to confirm, faults and verify system operation after
- Stabilizer trim maintenance. These tests operate actuators and flight controls in the rudder
- Rudder ratio changer and spoiler systems.
- Elevator asymmetry limit
- Speedbrake inhibit - Other functions - A system configuration sub-menu shows airplane type
- Speedbrake enable (757-200/300), elapsed time, power cycles, and hardware/software version.
- Elevator feel limit. An inputs monitor sub-menu has three monitors to show analog, discrete
and ARINC inputs.
Operation

The YSM BITE has four main menus as follows:

- Existing faults - Current faults are shown in a last-in/first-out


sequence. Fault details such as LRU, wiring diagram, type of fault,
and flight phase can be obtained by advancing in this menu. Flight
phase faults begin when ground speed exceeds 60 kts and ends when
speed falls below 60 kts. There are seven flight phases plus an on-
ground phase.

- Fault history - Flight legs with faults are stored in a non-volatile


memory and displayed in a last-in/first-out sequence. Fault details

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SPEEDBRAKE INHIBIT

General

To reduce the possibility of a tail strike, the three outboard panels on


each wing are delayed during deployment on landing.

Operation

Three spoiler control modules (SCM) receive pitch angle inputs


from both yaw damper/stabilizer trim modules (YSM).

The left YSM inputs to SCM 1L and the right YSM inputs to SCM’s
1R and 2R. Both YSM’s receive pitch angle from three air data
inertial reference units (ADIRU).

Spoiler deployment is inhibited in these SCM’S when the pitch


angle input from its associated YSM exceeds 7 degrees on the
ground. The inhibit is removed when the pitch angle is reduced to
less than 5 degrees.

Additionally SCM’s 1R and 2R will delay deployment of their


panels for 1.25 seconds after their air/ground relay inputs are on-
ground.

Maintenance

The pitch angle inhibit function can be verified by a YSM ground


test.

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SPEEDBRAKE INHIBIT TEST

General

The purpose of the speedbrake inhibit test is to visually verify that


the function is operational. It is performed as a fault diagnosis and
return to service test. The test will cause spoiler panel movement.
The test should be performed when the “STAB TRIM” maintenance
message is displayed.

Operation

The test is performed using the yaw damper/stabilizer trim module


(YSM) built-in-test function. The ground test menu is entered and
advanced to the SPEEDBRKE INHIBIT test (sixth test)

Hydraulics must be on and the panels raised by operation of the


speedbrake lever. Test activation on the left YSM will cause spoilers
1 and 12 to retract. Testing the right YSM will sequentially retract
panels 3 and 10 and 2 and 11. Test failure can cause one of two fault
messages.

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Purpose

The auto-speedbrake actuator operates the spoiler system to extend


the speedbrakes on landing or retract the speedbrakes when a go-
around is initiated after touchdown. The actuator is either fully
extended or fully retracted and operates only when the airplanes is in
the ground mode.

Extension

The following airplane configuration is required for actuator


extension:

- left 28Vdc bus powered


- both thrust levers retarded
- either yaw damper/stabilizer trim module (YSM) indicates airplane
on ground.

In this configuration the actuator extends if either of the following


actions occur.

- the speedbrake lever is armed

- either thrust lever is positioned to reverse idle.

Retraction

If extended, the actuator retracts if either thrust lever is advanced or


both YSM’s indicate airplane in air.

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AUTO- SPEEDBRAE CONTROL

Operation

Extend:

- With both thrust levers less than 8.5 degrees (S1O/S14), the feet from one of three radio altimeters will provide a ground for both auto-
speedbrake lever armed (S371), and either yaw damper/stabilizer speedbrake air/ground relays (K87/88)
trim module (YSM) indicating on ground, power is provided
through both auto-speedbrake air/gnd relays K87/K88 (energized) to Fault Annunciation
energize the auto speed brake extend relay (K217) to extend the
auto-speedbrake actuator. Auto-speedbrake warning relay (K220) must always be energized when
the master dim and test circuit (MD&T) and EICAS are powered or the
- Placing either reverse thrust lever in idle closes the thrust reverser amber light and EICAS advisory message will be illuminated.
switch (S374) and by-passes the arm switch (S371), in the disarmed
position, to extend the autospeedbrake actuator. As the auto- Energizing K220 requires K87 and K88 to both be energized or
speedbrake switch cam rotates, the armed switch is closed and deenergized and one of the extend and retract relays (K2l7/K218) to be
continues powering the actuator to fully extend. energized while the other is deenergized.

Retract: If the speedbrake actuator fails to fully retract when the speedbrake lever is
disarmed (S371) fault annunciation will occur.
- Advancing either thrust lever greater than 8.5 degrees provides
electrical power through thrust lever switch (510 or S14) to the auto Opening the auto-speedbrake circuit breaker (G1l) causes fault
speed brake retract relay (K218). (Both relays K87/K88 are annunciation if the busses are powered.
deenergized also providing circuits to the retract relay.)
If the auto-speedbrake function is invalid in either YSM, it will provide
- Airplane on-ground inputs are controlled by the yaw auto-speedbrake fault annunciation.
damper/stabilizer trim modules (YSM). Either YSM showing on-
ground from two of three air/ground relays and altitude less than ten

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TE FLAP CONTROL AND INDICATION

General Subsystem Features

Primary Control

A flap lever located on the right side of the control stand controls
operation of the flap system during primary (hydraulic) operation.

Alternate Control

A flap position rotary selector switch and a pushbutton TE arm


switch on the P3-1 panel control operation of the flap system during
alternate (electric) operation.

Indication

Position Indication

Dual needles (L and R) provide position indication for the torque


tube.

Fault Indication

Asymmetry, disagreement and load relief system failures are


annunciated by an amber TRAILING EDGE light on the P3-1 panel
and the appropriate EICAS caution/advisory message. Caution
messages are accompanied by the master caution lights. Electronic
system faults are annunciated on the lower EICAS display unit.

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Normal Sequence

Left hydraulic system pressure is routed through a depressurization


module to the power drive unit (PDU) control valve. A reversible
hydraulic motor drives the flaps through a torque tube, transmission
drive system. A flap lever operates the PDU control valve through a
cable system. A resolver inputs lever position to flap/slat electronic
unit 1 (FSEU) for control of the depressurization module and bypass
valve and for position and fault indications. Load relief and
failure/asymmetry protection is available during normal system
operation. Resolvers operated by the left/right flap torque tubes
input to the FSEU for position indication and failure protection and
annunciation systems. Sensors on the flap drive transmissions input
to the flap/slat accessory module (FSAM) for failure protection and
annunciation.

Alternate Operation

Arm and position selector switches input to the FSEUs and the
FSAM to valve and electric motor operation of the PDU gearbox for
alternate flap operation. Fault annunciation and position indication is
operative, as in normal system operation, but load relief and failure
protection shutdown is not available.

Synchro transmitters and receivers operate the flap position


indicator needles to show flap drive position during both normal and
alternate system operation.

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FLAP SKEW DETECTION

General

Proximity sensors are mounted on each of the eight flap tracks.


These sensors use saturated core (SCORE) technology and are
monitored by the flap slat accessory module (FSAM.) for faults. A
target unit is mounted on the end of each ballscrew. These units have
two magnets that create a strong magnetic field.

Operation

As the target unit is rotated by the flap ballscrew, two voltage


patterns are createc in the sensor. These patterns indicate an
actuate/deactuate (near/far) target and sensor relationship that is
monitored by the FSAM. The FSAM counts these patterns for each
of the eight sensor and target pairs and compares them to detect a
skew condition. A skew condition exists when there is a difference
between the paired sensors on a flap equivalent to three and one half
ballscrew revolutions.

Maintenance

The FSAM continuously monitors the on-line voltage from each of


the eight sensors to detect a sensor or wire fault. The FSAM built-in-
test (BITE) identifies faulted sensor or wire inputs by flap drive
position. The BITE cannot differentiate between a faulted sensor or
a faulted wire.

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FLAP/SLAT

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ACCESSORY MODULE

General

A flap/slat accessory module (FSAM) controls the flap and slat


alternate drive electric motors and monitors the flaps for a skew
condition. It also provides flap and slat position to various airplane
systems.

Operation

The FSAM receives inputs from the alternate flap and slat position
switches and the power drive unit (PDU) resolvers to control the
alternate drive motors. The FSAM also has inputs and outputs
required to perform flap skew detection, flap skew annunciation, and
failure protection functions. The FSAM will provide flap asymmetry
fault annunciation when a flap skew is detected. The FSAM also
controls the flap and slat bypass valves and depressurization module
shutoff valve for protective shutdown during hydraulic motor
operation.

Maintenance

The FSAM built-in-test (BITE) function provides data for fault


isolation, verification, and return to service maintenance actions.
The FSAM is connected to the flap slat electronic unit (FSEU)
number 2 on the internal FSEU data busses. The FSAM is also
connected to the FSEU data bus connector outboard of the E-5 rack.
FSEU-l monitors the FSAM to detect an in-flight shutdown.

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FLAP/SLAT

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DEPRESSURIZATION SYSTEM

The shutoff valve controls left hydraulic system flow to the flap and
slat power drive unit (PDU) control valves. This valve is spring
loaded open and is closed by pressure from a solenoid operated pilot
valve. The dual solenoid is energized by either the flap or slat
alternate arm switch, Flap Slat Electronic Unit 1 (FSEU-1) or the
flap/slat accessory module (FSAM). FSEU-1 energizes the solenoid
when a flap or slat asymmetry or uncornmanded motion (flaps not in
or moving towards the commanded position) is detected or when the
flap lever and flaps/slats are up/retracted. The FSAM energizes the
solenoid when a flap skew is detected.

The depressurization module pressure switch monitors shutoff valve


output pressure and provides an input to FSEU-l. If shutoff valve
pressure switch input is high with a depressurization command,
FSEU-1 will signal EICAS to annunciate a “FLAP ISLN VAL”
message (status/maintenance). FSEU-l also monitors flap/slat
alternate arm switches for message annunciation if either switch is
armed with a high pressure input from the pressure switch.

When pressure switch input is high, with an FSAM flap skew


detcted1 FSEU-1 will detect uncommanded motion and provide the
“FLAP ISLN VAL” message. (Bypass valve closed, flaps not
moving to agree with flap lever position transmitter).

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TE FLAP

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ALTERNATE DRIVE CONTROL

Control inputs to the flap/slat accessory module (FSAM) for NOTE: The flap bypass valve is also controlled by the FSAM for failure
alternate system operation are from a flap alternate arm switch and a protective shutdown during normal flap operation.
rotary position selector switch. When the flap alternate arm switch is
energized, the flap bypass valve is positioned to “BYPASS” and the
input from the position selector switch to the FSAM is grounded.
Operation of the rotary selector switch then causes the FSAM to
energize the appropriate flap extend or retract relay and engage the
clutch which is grounded by the arm switch. Power for the electric
motor now passes through the appropriate relay to the motor which
drives the PDU gearbox. The flap PDU position transmitter
(resolver) sends flap position signals to the FSAM. When the PDU
position transmitter signal matches the position selected by the
rotary selector switch, the FSAM removes the ground for the
appropriate flap extend or retract relay. If the flaps fail to move for
longer than three seconds following relay operation, the
extend/retract relay is de-energized to protect the electric motor.

There is no failure protection during alternate operation. The


alternate system operates approximately four times slower than the
primary system (161 seconds)

NOTE: The flap bypass valve is also controlled by the slat arm
switch and by FSEU 1 for failure protective shutdown during
hydraulic motor (normal) operation of the flap drive system.

NOTE: The flap arm switch also operates the shutoff valve in the
Flap/slat hydraulic depressurization module and the slat bypass
valve.

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TE FLAP ASYMMETRY PROTECTION AND INDICATION

Operation

Asymmetry protection and indication is controlled by FSEU-1 Asymmetry annunciation occurring during alternate system operation is
during normal operation with FSEU-2 controlling asymmetry not latched and will reset when the alternate arm switch is returned to off.
indication during alternate system operation. FSEU-1 compares left
and right flap position transmitter inputs (No. 1 resolvers) and
detects an asymmetry condition when a difference of 4 percent
exists (percentage is referenced to total torque tube travel which is
333.5 degrees of transmitter rotation.). FSEU-2 makes the same
comparison using the No. 2 resolvers in the transmitters. Operation
of the flap or slat arm switch will transfer control from FSEU-l to
FSEU-2.

When FSEU-l detects an asymmetrical condition it provides a


ground for the TRAILING EDGE master caution light on P3-1 and
inputs to the EICAS computers for the “TE FLAP ASYM caution
annunciation. FSEU-1 also inputs to the depressurization system to
close the depressurization module shutoff valve and position the flap
and slat bypass valves to the bypass position. The flap/slat accessory
module (FSAM) performs the same function as FSEU-1 when it
detects a flap skew condition.

During alternate system operation FSEU-2 provides the same


annunciation. No protective shutdown is available during electric
motor operation of the flaps.

Asymmetry annunciation occurring during normal system operation


can be reset by cycling FSEU-1 28 volts ac or 115 volts ac.

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FLAP SLAT

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ACCESSORY MODULE (FSAM) BITE

General

The flap/slat accessory module (FSAM) built-in-test (BITE) Other Functions - Sensor inputs in degrees are shown for all of the FSEU
provides data for fault isolation, verification, and return to service and FSAM resolvers. An erase feature allows masking of all FSAM faults.
maintenance requirements. The FSAM BITE has four main menus; These faults will not be displayed again by the FSAM BITE menus but can
existing faults, fault history, ground tests, and other functions. be recalled as a shop function.

Operation

Existing Faults - Active faults are shown in this menu. Details


provided with the fault message include a message number (Fault
Isolation Manual reference), flight deck effect (FDE), and type of
fault (hard or latched) Shop details include whether the fault
occurred during normal or alternate operation, air/ground mode,
internal or external to the FSAM, and flap/slat power drive unit
(PDU) position at the time the fault occurred.

Fault History - All flight legs containing faults are stored in non-
volatile memory. Fault messages and details are similar to existing
faults. Intermittent type faults are also identified and coded as active
or inactive.

Ground Tests - Flight deck indicators operated by the FSAM can be


tested as well as the FSAM BITE display.

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NOTES

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TE FLAP TRANSMISSION

Physical Description Transmission

Each flap is driven by two transmissions, each operating a ballscrew The flap transmissions contain a no-back brake to prevent air loads from
and gimbal mounted ball nut assembly through a universal joint. driving the flaps towards the retract position. The no-back brake contains
Each transmission contains a no-back brake and receives inputs dual spring-loaded pawls mounted to the housing and
from the flap drive system through a torque limiter. a bearing-mounted ratchet plate. During clockwise (flap retraction)
rotation of the transmission, both pawls engage the rachet plate. Rotation
Operation in the opposite direction (flap extension) causes the pawls to ratchet. Air
loads in the flap retract direction force the transmission rotating assembly
Torque Limiter against the ratched plate held stationary by the pawls.

Three balls are held in ramped detents in the input and output cams Rotation of the transmission to retract the flaps relieves the compression
by springs. Torque is transmitted from the input shaft and cam to the allowing the no-back brake mechanism to slip.
output cam and shaft through the balls. With the input shaft powered
and the output shaft jammed, a torque of 110-120 in/lbs overcomes Maintenance Practices
the springs and forces the balls out of detent moving the output cam
axially. The output cam contacts the stator plate stopping the flap Remove upper plug and fill transmission assembly with BMS 3-32 type 2
drive. The stator plate is grounded to the housing through a ring (MIL-H-5606) oil until oil overflows from tapped hole for upper plug.
spring and reaction plate. As the output cam contacts the stator plate Service when oil level is not visible in the viewing window.
a trip indicator plunger extends from the side of the torque limiter.
When the drive input is removed from the torque limiter it is reset The torque limiter is serviced with the same oil as the transmission until it
by the springs. The trip indicator plunger is manually reset. overflows from the fill port.

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HORIZONTAL STABILIZER TRIM SYSTEM

General Description
Manual electric trim switches, on the pilots’ control wheels, input through
The horizontal stabilizer pivots on the airplane structure at the rear the YSMs to the STCMS. The pilots use these switches to trim the
spar. A ballscrew actuator assembly connects to the center of the airplane.
stabilizer front spar. The ballscrew actuator assembly operates
hydraulically. Two stabilizer trim control modules (STCMs) control In the auto trim mode, the flight control computers (FCCs) input through
hydraulic power to the ballscrew actuator assembly. the YSMs to the STCMs. The auto trim mode is operative whenever an
autopilot controls the airplane.
Electric switches, in the flight compartment , and the autopilot
electrically control the STCMs. In the mach/speed trim mode, the YSMs provide control of stabilizer trim
to increase pitch stability of the airplane when there is no other trim input.
Alternate Electric Trim Control Two air data inertial reference units (ADIRUs) supply mach and airspeed
signals to the YSMs for mach/speed trim.
Alternate stab trim switches, on the center control stand, directly
command the STCMs. The pilots use these switches to trim the
airplane when the normal controls do not operate properly.

Electric Trim Control

Two yaw damper/stabilizer trim modules (YSM) input electric trim


commands to the STCMS. Three modes of YSM trim inputs are
possible:

- Manual electric trim


- Auto trim
- Mach/speed trim

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STABILIZER TRIM FAULTS

General

The left and right yaw damper/stabilizer trim modules (YSM)


monitor internal circuits and various inputs to provide flight deck
effects (FDE) to indicate faults in stabilizer trim operation. The
YSM contains built-in-test-equipment (BITE) to identify failed line
replaceable units (LRU).

Maintenance

Stabilizer trim FDE annunciations indicate a requirement to use the


YSM BITE system to identify the faulted LRU. BITE is also used to
verify maintenance action and return to service. Faults are shown in
the existing faults or fault history menus. Additional troubleshooting
data is available in the YSM other function menu, inputs monitor,
which shows stabilizer analog and discrete inputs. The existing and
fault history menus show fault messages, message numbers (fault
isolation manual reference), FDE and most likely additional LRUs
that could cause the FDE.

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ELEVATOR FEEL COMPUTER OPERATION

A pressure control valve in each side of the feel computer unit Yaw damper/stabilizer trim modules control feel limit pistons to limit feel
meters hydraulic pressure as a function of airspeed and stabilizer pressure during take-off.
position. Pitot pressure inflates a bellows which moves the pressure
control valve through a speed spring. Output feel pressure is ported The output feel pressures can vary from 150 to 2150 psi at airspeeds from
to the other end of the pressure control valve to operate with a 0 to about 350 knots with the stabilizer at neutral position.
preload spring to balance the bellows input. The speed spring limits
the maximum feel pressure input from the bellows. The output feel pressures from the feel computer go to the feel actuator on
the feel and centering unit and to the two stabilizer trim control modules
Aft elevator quadrant inputs displace fluid back to the control valve (STCM)
to cause valve movement against bellows force to maintain constant
feel pressure. Hydraulic pressure to the feel computer is from the right and center
hydraulic systems through the flight control tail shutoff valves (SOV).
Cams positioned by horizontal stabilizer input compress springs
which limit bellows input to the pressure control valves. As the
stabilizer moves to trim the airplane nose up, the maximum output
feel pressures are limited to a lower value.

A relief valve is provided in each side of the feel computer to limit


the feel pressure to 160 percent of the normal maximum output feel
pressure.

The output feel pressure from both sides of the feel computer is
monitored by two differential pressure switches. When one feel
pressure differs from the other by 25 percent or more for longer than
10 seconds with all three hydraulic systems pressurized, the “ELEV
FEEL” message appears on the status and maintenance pages of
EICAS. This message is latched in the air mode.

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ELEVATOR
FEEL LIMIT

General

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The yaw damper/stabilizer trim modules (YSM) limit the pressure The YSM’s monitor the limit switches for disagreement with command
provided by the elevator feel computer during takeoff. This is to and the coils of both solenoids, as well as their microprocessor circuits and
limit the maximum control column force required to accomplish their inputs, to display ELEV FEEL LIMIT status and/or maintenance
takeoff rotation and to prevent large, rapid changes of feel forces. messages. Faults can be verified and isolated by YSM BITE which
includes a ground test of the system. The status message is inhibited when
Operation either the right or center system is unpressurized.

Each YSM provides dual microprocessor (both arm and control


required) control of dual coil solenoids in both sides of the elevator
feel computer. These solenoids control hydraulic pressure to limit
pistons that extend to limit the bellows input to the computers
pressure control valves. The solenoids are energized (input latched)
to provide hydraulic pressure to extend the pistons when the airplane
is on the ground, airspeed above 50 knots with the flaps at takeoff
(5,15 or 20 units). On-ground requires two of three air ground relay
inputs on-ground and one of three radio altimeters at zero altitude all
three radio altimeter inputs at zero altitude. The YSM latches are
reset seven seconds after a ground to air transition or the airspeed
decreases to less than 45 knots. Limit switches at each piston
provide piston position feedback to both YSMs.

Maintenance

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ELEVATOR FEEL SHIFT

General

The elevator feet shift function causes an abrupt increase in control The YSM(s) receive inputs from the FCC(s), FSEU(s), FSAM, ADIRU(S),
column force during stall conditions. The higher column force is radio altimeters, and air/ground relays. The inputs used to control the feel
caused by an increase in the right system feel pressure. The feet shift module are:
pressure is increased by the elevator feel shift module which is
controlled by the YSM(s). - auto pilot engage status
- wing anti-ice status
Operation - flap
- angle of attack
Elevator feel shift module operation replaces the feet computer - pitch rate
pressure in the right side of the feel actuator with a fixed pressure of - true airspeed
800 psi. Column force is determined by the highest of the two - Mach number
pressures in the feel actuator. At lower speeds, the feet shift module - radio attitude
pressure is higher than the feet computer pressure, so an abrupt - air/ground
increase in column force occurs.
The elevator feel shift function is inhibited when an auto pilot is engaged,
The feel shift module is controlled by either or both yaw attitude is below 100 feet, or within 7 seconds of a ground to air transition.
damper/stabilizer trim modules through a dual coil solenoid valve.
Solenoid operation causes a mode valve to shut off the right feet
computer pressure to the feel actuator. The mode valve ports
pressure from a pressure reducer to the feet actuator. The pressure
reducer uses system pressure at 3000 psi to generate a feel shift
pressure of 800 psi.

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NOTES

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RUDDER PEDAL ASSEMBLY

Physical Description

The rudder pedal assembly comprises two sets of rudder pedals with
rudder pedal arms and force limiters, two forward quadrants and
jackshaft assemblies, and a bus rod.

The rudder pedal assembly connects the rudder pedals to cables


which operate the aft quadrant assembly.

Each set of rudder pedals is connected to a forward quadrant and


jackshaft assembly by force limiters (POGOs). Each forward
quadrant and jackshaft assembly connects to a cable. The forward
quadrants are interconnected by a bus rod to allow either set of
pedals to operate the cables and backdrive the other set of pedals.

The force limiters enable either set of rudder pedals to operate both
forward quadrants if the other pair of pedal arms are jammed
(Birdstrike). Initial breakout force is 61.37 lbs (+/- 6.3) Final
compressive load (4.4 inches) is 76 lbs (+/- 8)

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FORWARD QUADRANT AND JACKSHAFT ASSEMBLY

A half-quadrant and a yoke assembly are mounted on the assembly


shaft which contains a jackshaft and a nut. The jackshaft nut is
connected to the yoke assembly connected to the control rods and
the rudder pedals.

A rudder pedal adjustment crank is located in front of each pilot.


The rudder pedal adjustment crank and the flex cable drive rotate the
jackshaft. The jackshaft rotation causes the jackshaft nut and yoke to
move fore and aft. The force limiter assemblies (POGOs), connected
to the yoke, cause the rudder pedal arms to move one set of rudder
pedals fore and aft. Each set of rudder pedals can be adjusted
independently of the other without any input to the forward
quadrant.

An input of the rudder pedals to the yoke assembly causes quadrant


shaft rotation. A bus rod connects with the other forward quadrant
and jackshaft assembly.

Each quadrant has a stop on the forward side. Normally the quadrant
Stop does not contact the structural stop (not shown).

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RATIO CHANGER OPERATION

General

The rudder ratio changer function provides automatic control of


rudder authority for inputs from the rudder pedals and trim system.
This is a requirement based on vertical fin/rudder sizing for engine-
out, low speed authority as opposed to high loads at high speed. The
yaw damper/stabilizer trim modules (YSM) control a single electro-
hydraulic actuator which positions a mechanism in the rudder
control mechanical system.

Operation

Both YSM’s use airspeed inputs from both the left and right air data
inertial reference units (ADIRU) to control the ratio changer
actuator. The left or right YSM is randomly selected on power-up to
control the actuator. The other YSM enters a standby mode. A fault
in the selected YSM causes transfer of control to the standby YSM
through a logic crossfeed. A linear variable differential transformer
(LVDT) provides mechanism position feedback to its associated
YSM. The LVDT unit has dual transformers.

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RATIO CHANGER CONTROL/INDICATION

General

Two yaw damper/stabilizer trim modules (YSM) receive airspeed


inputs to control a ratio changer actuator. One YSM is selected on
power-up to control the actuator with the other YDM entering a
standby mode.

Operation

Dual channels (microprocessors) in each YSM use computed


airspeed inputs (Vc) from the left and right air data inertial reference
units (ADIRU) to compute a programmed airspeed (Vp) that is
amplified to drive the ratio changer actuator servo valve. One
channel (arm) controls the servo valve, both channels combine to
control the solenoid valve. A speed schedule determines ratio
changer mechanism position. A servo loop controls the amplifier
output to the servo valve by summing the mechanism LVDT input
with the servo loop command.

Maintenance

Fault monitors in each channel combine to provide outputs to


EICAS for ratio changer fault indications. Either monitor can cause
the fault to display. Each YSM contains a built-in-test function for
fault verification and system test.

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