In this module, we will look at the flight control system of the ATR42-500.

We'll first start out with

a system description. Next, we will take an in depth look at the roll, pitch, and yaw system of the
aircraft. Following these systems, we'll examine the Flap and gust lock systems of the aircraft.
Finally, we'll review the controls and indicators associated with the Flight control System.

The ATR42-500 flight controls consist of one aileron on each wing, one spoiler on each wing upper
surface, two elevators, and a rudder equipped with a spring tab. These surfaces provide control of
the aircraft along all three axes.

The ailerons, elevators, and the rudder are mechanically actuated. The spoiler panels are
hydraulically powered by the blue hydraulic system.

Each wing incorporates an inboard and an outboard flap that are mechanically linked and
hydraulically actuated. Hydraulic power for the flaps is provided by the blue hydraulic system.

The ailerons, elevators, and the rudder incorporate tabs that use aerodynamic forces to reduce
the load required to position a control surface. These tabs are also used to trim the aircraft. The
tabs are mechanically linked to the associated control surface

The controls associated with the flight controls consist of the two control columns, the two sets of
rudder pedals, pitch trim switches on the outboard side of each control wheel, roll and yaw trim
switches on the center pedestal, and a trim position indicator located on the flight instruments
panel. Spoiler position is also indicated on a spoiler position indicator on the overhead panel. In
addition, a standby pitch trim switch on the center console provides an alternate means of
trimming the aircraft in the pitch axis

Flaps are controlled by a flap handle located on the right side of the center pedestal. Flap position
is indicated on a flap position indicator located on the right side of the center flight instruments
panel.

A gust lock system provides a means to mechanically lock the ailerons and the elevators when the
aircraft is on the ground. In addition, a dampener will limit excess rudder travel speed particularly
during taxi. It also prevents damage from wind gusts when the aircraft is parked.

A stick pusher mechanism will mechanically push the control column in the event of an impending
stall.

Roll control is achieved by a pair of ailerons. There is one aileron on each wing.

Each aileron includes a balance tab. This tab moves in the opposite direction of travel of the
associated aileron. This provides aerodynamic assistance to move the aileron in the desired
direction.
The panels on this screen are interactive. You can rotate the control wheels to see how the
balance tab operates.

Each wing incorporates a spoiler panel that is used to assist in roll control. Spoiler panel deflection
occurs when the associated aileron deflects 2.5 degrees up. Therefore, only the spoiler panel in
the direction of the turn will deflect.

The extension or retraction of a spoiler panel is mechanically controlled, so the loss of DC power
will not have any effect on spoiler operation.

The ailerons are controlled by the two control wheels in the flight deck. The control wheels also
control the spoiler hydraulic valve blocks. The control wheel can rotate 87 degrees to the left or
the right. This results in a maximum aileron deflection of 14 degrees up or down.

The two control wheels are interconnected by a connecting rod. The movement of one control
wheel in the roll axis will be reflected in the opposite control wheel. The ailerons and spoilers are
controlled by a cable and drum assembly attached to the right control wheel. The cable is then
connected to another drum assembly that drives a series of interconnected rods to control the
ailerons and spoilers.

The autopilot controls the ailerons and the spoilers through an autopilot roll actuator which uses
cables to rotate the second drum.

Aileron trim is achieved by repositioning the neutral point of the left aileron spring tab. Aileron
trim is electrically controlled by the aileron trim switches located on the center pedestal. Roll trim
requires electrical power from the DC EMER bus.

Aileron trim is activated by depressing both rocker switches. Both switches must be moved and
held in the same direction in order to set aileron trim.

The left aileron trim tab can be moved 6.7 degrees up or down. It takes approximately 15 seconds
to obtain full roll trim travel.

You should note that aileron trim is inhibited when the autopilot is engaged and no roll retrim
request is set on the ADU.

Aileron trim position is indicated on the Roll, Pitch, Yaw Trim position indicator. This indicator is
powered by the 26 VAC bus 1.

When an aileron deflects more than 2.5 degrees up, the associated spoiler valve block will open
and a measured amount of hydraulic pressure will be supplied to raise the associated spoiler
panel. Normally, this spoiler panel is flush with the upper surface of the wing. It will return to the
flush position when the aileron is deflected less than 2.5 degrees up.
Spoiler deflection is linear up to 57 degrees for 14 degrees of aileron deflection.

Spoiler position is indicated by two spoiler position indicators located on the overhead panel. An
illuminated position light indicates that the associated spoiler is not in the retracted position.

Pitch control is achieved by positioning the two elevators through the control columns. Each
control column mechanically controls the associated elevator. A coupling mechanism also drives
the opposite elevator and indirectly positions the opposite control column.

The coupling mechanism allows pitch control to be recovered in the event of a jam in the system.
By applying a differential force on the control columns, the pitch coupling mechanism is
disengaged and the operating control column can then control its associated elevator. Once
decoupled, the mechanism can only be recoupled when the aircraft is on the ground.

If the pitch system is disconnected, the PITCH DISCONNECT light illuminates on the CAP. In
addition, both master Warning lights will flash, and the CRC will sound.

The control columns can travel 11.25 degrees in the up direction and 6.75 degrees down. This
results in a maximum elevator travel of 23 degrees in the nose up direction, and 13 degrees in the
nose down direction.

The elevator automatic tab will travel approximately 60% of the elevator movement.

The control wheels on this screen are interactive. You can push or pull the control wheel to see
how the tab operates.

If for some reason the tab position differential exceeds 2.5 degrees from each other, both master
caution lights will flash, the FLT CTL light illuminates on the CAP and the PITCH TRIM ASYM light
illuminates.

In addition, this condition will inhibit both the normal and standby pitch control systems. If the
autopilot is engaged, this condition will cause the autopilot to disengage.

Each control wheel has two rocker switches on the outboard side of the control wheel. Both
switches must be actuated in the same direction in order to trim the pitch. Trimming is inhibited if
the rocker switches are pressed in the opposite direction of each other.

It should be noted that the trim switches are spring loaded to the neutral position.

If the normal trim switches are held down in either direction for more than one second, the CCAS
will sound an aural alert.
If the autopilot is engaged, the actuation of the pitch trim switches will disengage the autopilot.7

The pitch trim system can also be controlled by the STBY PITCH CONTROL switch on the center
pedestal. This is a guarded switch.

Actuating the switch will drive both electric motors of the trim actuators in the selected direction.
As in the case of the normal pitch trim switches, actuation of the standby trim switch will also
disengage the autopilot.

Full pitch trim travel takes approximately 30 seconds using both normal and standby pitch control.
The maximum deflection of the tab while they're being trimmed is 9 degrees up and 4 degrees
down.

Pitch trim position is indicated on the flight control position indicator. The pointer indicates the
travel of the right trim actuator.

The green band on the indicator represents the normal pitch trim position for takeoff. This band
ranges from 4.5 degrees up to 1.5 degrees down.

If the trim is outside of this range during a takeoff or during a takeoff configuration test, the
master warning lights will flash, the red CONFIG light and the amber FLT CTL lights illuminate on
the CAP.

Stall protection is provided by two electrical stick shakers and one stick pusher. Each control
column has a stick shaker. The stick pusher is connected to the Captain's control wheel only.

If the aircraft's angle of attack becomes excessive, the MFC will provide an electrical signal to the
two stick shaker electrical motors and the control columns will shake.

Both alpha probes must agree on the angle-of-attack before the stall warning or stick pusher is
activated. If the alpha probes disagree by a pre-determined amount, the stick pusher/shaker
pushbutton will indicate FAULT along with a level 2 alert on the C A P. Similar warnings will occur if
power for the stick pusher motor is lost or the flap position signal is incorrect.

If the angle of attack continues to increase, the MFC will activate the stick pusher which will push
forward the Captain's control column. Since the two control columns are interconnected, both
control columns will move.

If the pitch system was uncoupled, then only the captain's control column will be pushed forward.

If the stick pusher is activated, a green STICK PUSHER light illuminates on the right side of the
Flight Instruments panel.
Yaw is controlled by a movable rudder surface and a spring tab. The system incorporates a Travel
Limitation Unit, or TLU, a Releasable Centering Unit, or RCU, a rudder damper, and a trimming
system.

Yaw is controlled by the two sets of rudder pedals. The rudder pedals mechanically control the
spring tab and the rudder is then controlled through a spring.

The Releasable Centering Unit, or RCU, centers the rudder when no forces are applied to the
rudder pedals.

If the aircraft is on the ground and there are no air loads on the rudder, the movement of the
rudder pedals will move the rudder until it reaches one of the two rudder stops. During this
movement, the spring tab is faired with the rudder. Once the rudder has reached one of the stops,
the spring tab will travel in the opposite direction that is commanded.

If the rudder pedal is actuated while there is an air load on the rudder, such as during flight, the
spring tab moves in the opposite direction of the rudder movement. This alleviates the pilot's work
load.

A Travel Limitation Unit limits the amount of rudder travel based on airspeed. The TLU uses
airspeed from the two air data computers. The TLU uses an actuator to move a fork which allows
additional rudder travel or restricts it.

In the automatic mode, the TLU limits rudder travel when the aircraft accelerates through 195
knots. The rudder travel limit is removed when the aircraft slows below 190 knots.

Whenever the rudder travel is not limited, the RUD TLU LO SPD light illuminates green.

The TLU can also be manually controlled by the TLU switch on the FLT CTL panel on the overhead
panel. This three position switch is guarded to the AUTO position. In the AUTO position, the TLU
mode will be controlled by the air data computers.

If there is fault with the TLU, the FAULT light illuminates on the FLT CTL panel. This fault could be
due to a disagreement between the actual position of the limiting fork and the commanded
position, a dual ADC failure, an airspeed data disagreement between the two ADC, or a TLU
position synchronization failure.

If the FAULT light illuminates, you would use your Quick Reference Handbook (QRH) and adjust the
rudder travel by moving the switch to high speed or low speed. Switch position will be dictated by
aircraft airspeed.

A rudder damper regulates rudder travel speed while the aircraft is in flight. On the ground, the
damper limits excessive rudder movement due to wind gusts.
Rudder trim is achieved by repositioning the neutral point of the spring tab. This repositioning is
done by an electrical motor. The motor is controlled by a dual yaw trim actuator lever located on
the center pedestal.

Rudder trim is commanded by rotating both handles in the same direction. Full rudder trim travel
takes approximately 15 seconds.

Rudder trim motor position is indicated on the yaw trim position indicator located on the flight
instruments panel. The maximum amount of trim is 3 units right or left of the 0 position.

Rudder trim motor position is indicated on the yaw trim position indicator located on the flight
instruments panel. The maximum amount of trim is 3 units right or left of the 0 position.

The autopilot does not trim the rudder. Therefore, it is permissible to trim the rudder when the
autopilot is engaged. Operation of the rudder trim will not disengage the autopilot.

Each wing incorporates an inboard and an outboard flap. These flaps augment lift when they are
extended. The flaps on each wing are mechanically linked and include a fail-safe design.

The flaps are controlled by a flap lever located on the right side of the center instruments panel,
adjacent to the power levers. The flap lever enables the crew to select one of four positions. These
positions are:

* Flaps Up

* 15 degrees

* 25 degrees

and

* 35 degrees.

In order to select a particular setting, the flap lever must be raised and moved to the desired
detent. When the lever is over the desired detent, the flap lever is released and it springs into the
slot. An amber strip is visible at the bottom of the flap lever when it is out of a detent position.

It should be noted that the design of the flap system does not allow the selection of an
intermediate position

The flaps are hydraulically actuated by the blue hydraulic system. It is possible to move the flaps
with the green system through the hydraulic crossfeed valve.
Flap movement is controlled by four flap actuators. There is one actuator for each flap panel. The
position of the flap lever and the actual position of the flaps are used to command the operation
of a flap valve which directs hydraulic pressure to the extend or retract side of each flap actuator.

A blue EXT flag appears in the flap position indicator when the flap valve is in the flaps extend
position. The EXT flag disappears when the valve is no longer commanding an extension.

If the EXT flag remains in view after the flaps are extended, it indicates that there may be a leak in
the flaps

Flap position is sensed by two flap position transmitters. If the MFC senses that there is a
difference between the left and right inboard flaps that exceeds 6.7 degrees, the MFC will close
the flap valve and the flaps will stop in their present position. In addition, the FLAP ASYM light
illuminates.

Once this happens, the flap lever is inoperative and can only be reset when the aircraft is on the
ground.

The inboard and outboard flaps are connected by a push-pull rod. If this unit fails, a flap
asymmetry between the inboard and outboard flap on one side is minimized by a pin that
connects the two panels.

A FLAP UNLK light on the CAP will illuminate if the flaps are extended and they retract more than 3
degrees without a flap retraction being selected. In addition, a CRC will sound, and both master
warning lights will flash. The blue EXT flag on the flap indicator should also be in view.

When engaged, the gust lock protects the ailerons and the elevators against the effects of gusts
while the aircraft is on the ground. It also limits the power lever travel and therefore prevents an
excessive power setting while operating in the Hotel mode.

This system mechanically locks the elevators. The ailerons are locked using an electrical-
mechanical locking device.

The gust lock system is controlled by the striped T handle located between the power levers. The
gust lock system is engaged by pulling the handle towards the aft position. The handle is locked in
place by a notch. Click on the gust lock handle to continue...

When engaged, the gust lock system will lock the control column in the pitch axis to prevent fore
and aft movement of the control column. Locking is accomplished by a series of cables and gears.
Each aileron is locked in place by an electro-mechanical locking device. The locking devices are
electrically actuated by switches that are actuated by the gust lock lever. Normally, the ailerons
are locked in the neutral position. However, the ailerons may be locked slightly past the neutral
point and the control wheel may be up to 5 degrees left or right of center.

An AIL LOCK light illuminates in the event one of the aileron locking actuators disagrees with the
position of the gust lock. The alert is triggered by the MFC and consists of a single chime and both
master caution lights will flash in addition to the illumination of the AIL LOCK light.

Engagement of the gust lock can occur regardless of the position of the flight controls. However,
the controls must be brought back to neutral in order to positively lock the locking mechanism.

Trim position is indicated on a trim position indicator located on the right side of the center part of
the flight instruments panel. This indicator shows aileron, elevator, and rudder trim position. The
indicator is powered by the 26 VAC bus 1.

The two spoiler unlock lights on the overhead panel illuminate in the event the associated spoiler
is not in the retracted position. These spoiler position indicators are powered by DC bus 1.

Roll trim is controlled by the two roll trim rocker switches on the center pedestal. Both rocker
switches must be actuated in the same direction in order to obtain roll trim. Roll trim is inhibited
when the autopilot is engaged and no retrim roll request is set on the ADU.

Pitch trim is normally obtained by actuating the two pitch trim rocker switches located on the
outboard horn of either control wheel. The switches must be actuated in the same direction in
order to obtain pitch trim. Power for the normal pitch trim system is from the DC EMER bus.

If you recall, actuating pitch trim while the autopilot is engaged will automatically disengage the
autopilot.

Standby pitch trim is commanded by the guarded STBY PITCH trim switch on the center pedestal.
Actuation of this switch will also disengage the autopilot.

The standby pitch trim system is powered by DC Bus 2.

The stick pusher pushbutton on the center part of the flight instruments panel controls the
operation of the stick pusher system. When the pushbutton is in the OFF position, the stick pusher
and stick shaker systems are deactivated. This will also disable the stall warning audio alert.

Power for the stick pusher system is supplied by DC Bus 1. The stick pusher actuator is installed on
the left control column only.

The stick shakers are powered by the associated DC bus.

The FAULT light illuminates in the event of a failure of the stick pusher or stick shaker systems.
The Travel Limit Switch (TLU) on the overhead panel controls the operation of the rudder travel
unit. In the auto position, rudder travel will be restricted as a function of airspeed.

The FAULT light illuminates if there is a system disagreement, a dual ADC failure, inconsistent ADC
data, or a failure of the TLU position synchronization system.

If the fault light illuminates, the rudder travel limit can be adjusted by lifting the guard and moving
the switch to the HI SPD or LO SPD position.

The TLU control system is powered by DC bus 1.

Rudder trim is obtained by rotating and holding the yaw trim handle in the desired direction. Yaw
trim is powered by the DC EMER bus.

The flap handle controls the extension and retraction of the flaps. Each flap panel is hydraulically
driven by an associated flap actuator.

The two flaps on each side are mechanically linked so as to provide a fail-safe operation.

In the event the flaps are extended, a clacker will sound if the aircraft speed exceeds the
maximum speed for the selected flaps. The clacker will sound if the flaps are at 15 and the speed
exceeds 180 knots. If the flaps are at 25, the clacker will sound if the airspeed exceeds 160 knots. if
the flaps are at 35 degrees, the clacker sounds if the airspeed exceeds 150 knots.

The GPWS system will provide an alert if the flaps are not in the landing position below a certain
altitude. However, there are situations where it might be desirable to land at flaps 25. The GPWS
alert is then inhibited by selecting the LDG FLAP 25 pushbutton on the left side of the flight
instruments panel. Once selected, the blue ON light illuminates in the pushbutton.

This inhibit is automatically removed at landing or when either power lever is advanced beyond 62
degrees power lever angle. This would occur during a go-around for example.

The inhibit is also removed by pressing the pushbutton a second time or by selecting the STEEP
APP pushbutton. It is not possible to select both the steep approach and landing flap 25
pushbuttons simultaneously.