ALTERNATE FLAP SYSTEM

• 2 direction electric motor extends or retracts the TE aps

• standby hydraulic system is used to drive the LEDs to full extend
- no retraction capability for LEDs using the standby hydraulic system however in certain
situations you can retract the LEDs with the PTU
• plan a aps 15 landing
- do not attempt to extend the aps beyond 15 using the alternate system because
- ap load relief protection is not provided
- for some failures, the alternate system may not override the jam
- use of the alternate system with aps > 15 may increase the possibility of a TE ap
asymmetry
- crew workload is increased
- on a GA it takes a long time to retract the aps and raises your workload
- takes approx. 2 min to drive TE aps down to 15
- takes approx. 2 min and 40 sec for the TE aps to fully extend or fully retract
• during alternate operation these features do not operate
- ap load relief,
- TE ap asymmetry and skew detection, and
- UCM detection
• to return to normal operation move the arm switch from the ARM position to OFF
- when you use the DOWN toggle switch, the PTU control valve will close, if open
- by placing the Altn Flaps master from ARM to OFF, you regain use of the PTU control
valve and the PTU is able to function if needed
• when you supply normal system B hydraulic power, the aps and slats will move to the
position of the ap lever
- this can cause injury and damage equipment
- make sure the position of the TE aps agrees with the position of the ap lever

FLIGHT CONTROL MODULES

• hydraulic pressure ows from the hydraulic pressure modules to the A and B ight control
modules then through the 2 valves on top of each module
- the spoiler SOV and the ight controls SOV
• the system A ight control module (in photo to left) is just above the system A pressure
module
• the system B ight control module (in photo to right), is under the system B reservoir
• from left to right
- the ight spoiler SOVs
- the LOW PRESSURE switches (in the middle and hard to see in these photos)
- the ight control SOVs
- these control the system A and B pressure to the aileron, elevator and elevator feel
computer, and main rudder PCUs
• the ight spoiler and ight control SOVs each have a position indicator / manual override
lever
• the round component on the bottom is the compensator cartridge
- by use of a spring, it maintains return uid pressure of 40-70 psi to the aileron, rudder, and
elevator PCUs when the hydraulic system is OFF
- this provides wind gust protection for the control surfaces
• these modules are interchangeable
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SPEED TRIM SYSTEM - STS (nothing to do with high speed trimming with aps down)
• the STS keeps the speed set by the pilot with commands to the horizontal stabilizer
• designed to improve ight characteristics during ight with low gross wt, aft center of
gravity, and high thrust when the A/P is not engaged, aps up or down
• monitors inputs of stab position, thrust lever position, airspeed and vertical speed and then
trims stabilizer using A/P stab trim
• FCC sends the signals through these switches to the stabilizer trim electric actuator:
- column cutout switches, A/P stab trim cutout switch, and stab limit switches
• FCC will return the aircraft to the commanded speed by commanding the stabilizer in a
direction opposite the speed change - you will see trim wheel turning
- an increase in IAS causes a nose-up trim command to the stabilizer
- a decrease in IAS causes a nose-down trim command
• operates most frequently during takeoff, climb, and go-around
- high power and low airspeed causes pitch-up
• ADIRU sends these signals to the FCC for speed trim calculations:
- computed airspeed and Mach
- roll angle
- inertial vertical speed
- AOA
• disengaged by
- engaging A/P
- making trim inputs from the yoke, or r
- roll angle > 40°
• when you engage the A/P, the speed trim stops and the auto stabilizer trim starts
• system armed when
- airspeed is between 100 kts to M.60 (fadeout to zero by M .68),
- 10 sec after liftoff,
- 5 sec following release of trim switches, or
- sensing of trim requirement
• SPEED TRIM FAIL light comes on when the speed trim function in an FCC is not available
• if the airplane continues toward a stall the EFSM will activate

MANEUVERING CHARACTERISTICS AUGMENTATION SYSTEM - MCAS

• either FCC commands nose down stabilizer to enhance pitch characteristics during steep
turns with elevated load factors and at airspeeds approaching stall
• activated without pilot input and only operates in manual, aps up ight
- the yoke trim switch or STAB TRIM cutout switches will override MCAS input
- the control column cutout switches do no stop electric trimming
• stabilizer incremental commands are limited to 2.5 °; uses A/P trim (0.27 units/sec)
- the function is reset once AOA falls below the AOA threshold or if a yoke trim switch is
activated
• if the elevated AOA condition persists, the MCAS function commands another incremental
stabilizer nose down command
• in the event of erroneous AOA data, the pitch trim sys. can trim the stabilizer nose down in
increments lasting up to 10 sec, but are limited to a 2.5° commanded change per run
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MACH TRIM SYSTEM
• provides speed stability at the higher Mach numbers
- armed above M .615
• system provides automatic elevator pitch-up position as a function of Mach number
• as the airplane enters the mach tuck region, FCCs use Mach information from the ADC /
ADIRU, to compute a Mach trim actuator position which repositions the elevator feel and
centering unit, which adjusts the control column neutral position (column will move)
- the mach trim signal keeps the nose up at high air speed, preventing tuck-under
• Tuck-under Research Sources:
Flight Theory For Pilots by Charles Dole
Aerodynamics for Naval Aviators by Hugh Hurt
- at high mach speeds the downwash behind the wing will be decreased when air ow
separation takes place such as above critical mach number
- a decrease in downwash on the horizontal tail will create a diving moment and the aircraft
will “tuck under”
- all aircraft ying supersonically suffer a nose-down pitching moment

NEUTRAL SHIFT
• the FCC controlled neutral shift function uses the mach trim actuator, through the feel and
centering unit, to move the elevator to a new neutral position
- this gives more airplane nose up control during takeoff and landing
• operates with or without the autopilot engaged

AUTO SLAT SYSTEM

• the auto slat system moves the LE slats from the EXT position to the FULL EXT position if
the airplane approaches a stall condition
- slats return to the EXT position when the pitch angle is reduced below the stall critical
attitude
- improves stall characteristics at high angles of attack
• works only in the air, with aps 1 thru 25
• uses system B hydraulics
- if system B EDP pressure is low (#2 engine), PTU control valve (#1) opens to provide
added volume (valve #3)
- if the landing gear is in transit, landing gear bypass valve closes to give priority to the auto
slat system
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 • LE FLAPS TRANSIT light is inhibited with auto slat extend (forward panel)
• 2 SMYD computers calculate the autoslat commands
- each SMYD sends an autoslat signal to the autoslat control valve (#3)
- the autoslat control valve sends hydraulic power from hydraulic system B to the LE slat
actuators
- this causes the LE slats to fully extend
- SMYD sends an auto slat command at a lower angle of attack if anti ice is on
- airspeed data comes from the ADIRU
- if the autoslat function is not available in both SMYDs, the AUTOSLAT FAIL light
illuminates
• the autoslat control valve (#3) is also used to fully extend the LE slats during normal
operation
- each time the TE aps move > 25, the SMYDs energize the solenoid in the autoslat
control valve
- this allows pressure to go to the full extend port on the LE slat actuators
• cannot dispatch with both channels of the auto slat system inop because the stall speeds
for all ap settings except UP are based on the LE devices in FULL EXTEND
• the auto slat control valve is in the right ram air bay

YAW DAMPER
• yaw damper system consists of a main and standby yaw damper
• main yaw damper uses B system hydraulics to power the main rudder PCU
• standby yaw damper uses standby hydraulics to power the standby rudder PCU
• there is no feedback to the rudder pedals during yaw damper operation
• the pilot can override either main or standby yaw damper inputs using either the rudder
pedals or trim inputs
• either yaw damper is capable of providing dutch roll prevention, gust damping and turn
coordination
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 SMYDs
• both yaw dampers are controlled through Stall Management Yaw Damper (SMYD)
computers
- the SMYD computers provide continuous system monitoring
• SMYD 1 sends signals to the main rudder PCU to engage the primary yaw damper and
move the rudder to reduce unwanted yaw motion and for turn coordination
• when any of these conditions occur the yaw damper switch moves to OFF, the YAW
DAMPER light illuminates and the yaw damper switch cannot be reset to ON:
- SMYD senses a yaw damper system fault,
- SMYD senses that the yaw damper does not respond to a command, or
- B FLT CONTROL switch is positioned to OFF or STBY RUD
• SMYD computers uses inertial data from the ADIRU and other data from airplane sensors
to detect unwanted airplane yaw motion caused by dutch roll and turbulence
- the SMYD keeps the aircraft stable around the vertical axis by minimizing dutch roll during
manual or auto controlled ight
- the rudder is displaced proportional to the yaw rate
- the TE aps limit switches send data to the SMYDs to limit rudder travel to 2° with aps up
and 3° with aps down
• most helpful at high altitudes and high airspeed
[Option]
- main and standby yaw damper inputs to the rudder are shown on the rudder display of the
ight control surface position indicator

MANUAL REVERSION (loss of both system A and B)

• SMYD 2 requires that both FLT CONTROL A and B hydraulic switches be OFF, with at
least one switch in STBY RUD to provide standby hydraulic pressure to the standby rudder PCU
• using your QRH, both FLT CONTROL switches are placed to STBY RUD
- this activates the stby hyd pump and sends hyd power to the stby rudder
- the yaw damper switch can then be positioned to ON

WHEEL-TO-RUDDER INTERCONNECT SYSTEM (WTRIS)

• SMYD 2 commands the standby rudder PCU to move the rudder for WTRIS, standby yaw
damping, and turn coordination
• the WTRIS system helps lateral control during manual reversion turns by providing a small
amount of rudder movement in response to control wheel inputs
- this gives rudder assist to help turn the airplane when control of the ailerons is through
manual reversion
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