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Section 1a
Flight Controls
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TABLE OF CONTENTS
CSEU 4
TE Flaps 30
Stabilizer Trim 50
Elevator 54
Rudder 62
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.
Like modules are interchangeable between the left and right CSEUs.
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.
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.
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:
- +/-15 vdc is supplied to all the modules for card and electro-
hydraulic servo valve operation.
General
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.
General
Operation
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
General
Operation
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).
Maintenance
General
Operation
Extension
Retraction
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
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
Indication
Position Indication
Fault Indication
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.
General
Operation
Maintenance
General
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 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.
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.
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.
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.
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
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.
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.
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.
General
Maintenance
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.
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.
General
Maintenance
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.
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 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)
Each quadrant has a stop on the forward side. Normally the quadrant
Stop does not contact the structural stop (not shown).
General
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.
General
Operation
Maintenance