CHAPTER9 FLIGHT CONTROLS

CHAPTER9 FLIGHT CONTROLS Page TABLE OF CONTENTS 09-00-01 DESCRIPTION General. 09-10-01 Description 09-10-01 Controls and Indicators 09-10-05/06 COMPONENTS Major Components 09-20-01/02 CONTROLS AND INDICATORS Longitudinal Trim 09-30-01 Spoilers 09-30-02 Flap/Slat Systems 09-30-03 Flap Limit and Stall Test 09-30-04A/04B Trim Systems and Rudder Pedal Adjustment 09-30-05 Flap/Slat Indicator 09-30-06 Surface Position Indicator and Alternate Gear Extension Lever... 09-30-07 (Continued) May 1/79 09-00-01

Page CONTROLS AND INDICATORS (Continued) Yaw Damp and Rudder Standby Power 09-30-08 Elevator Feel 09-30-09 Elevator Control Column Neutral Position 09-30-10 FUNCTIONAL SCHEMATIC Flight Controls 09-40-01/02 09-00-02 Nov 1/81

FLIGHT CONTROLS GENERAL All primary and secondary flight controls are fully hydraulic powered systems. There is no feedback of control surface forces to the pilots; therefore, all control system feel is artificially induced. The primary flight controls consist of inboard and outboard ailerons, upper and lower two-segment rudders, and inboard and outboard pairs of elevators. The secondary flight controls consist of inboard and outboard leading edge slats, inboard and outboard trailing edge flaps, wing spoilers, and an adjustable horizontal stabilizer. A hydraulic enhancement system ensures enough fluid in system 3 always remains for pitch and roll through use of horizontal stabilizer trim and lateral controls powered by system 3. Refer to the Hydraulics chapter for a further description. DESCRIPTION PRIMARY FLIGHT CONTROLS Lateral Control System The lateral control system is comprised of inboard and outboard ailerons, with each surface powered by two of the three hydraulic systems. Aileron lateral control is augmented on the down-going wing by wing spoilers operating in proportion to control wheel displacement and/or speed brake input. With both the flaps and slats retracted and the alternate gear extension lever stowed, a lockout mechanism fairs and locks the outboard ailerons in the neutral position. In this configuration, lateral control is provided by the inboard ailerons and the lateral control function of the wing spoilers. When the flaps are extended more than 15 degrees or the slats are extended, or the alternate gear extension lever is raised, the outboard ailerons become operable to assist in low speed lateral control. A lateral trim system is provided. Longitudinal Control System The longitudinal control system is comprised of inboard and outboard pairs of elevators, with each surface powered by two of the three hydraulic systems. The elevators incorporate an automatic load feel system which varies elevator feel as a function of airspeed and horizontal stabilizer position. The load feel system has backup manual control in the event of malfunction of the automatic system. The longitudinal control system is provided with an adjustable horizontal stabilizer for maintaining longitudinal trim. Directional Control System The directional control system is comprised of an upper and lower rudder, each having two segments. Each forward segment of the rudders is powered by one of the three hydraulic systems. The aft segment of each rudder is hinged to the forward segment and is mechanically bused in such a manner that it will deflect in the same direction as the forward segment to provide a more effective airfoil. Non-reversible motor-pumps are provided in the flight controls system which will automatically provide a standby source of hydraulic pressure to the upper or lower rudder or stabilizer trim should the normal pressure source become inoperative. A compensator with a low fluid level switch automatically shuts off hydraulic flow to the non-reversible motor-pump in a hydraulic system with low fluid, to preclude damage to the hydraulic system. A RUDDER STBY PWR switch provides manual override Sep 1/91 09-10-01

control to shut off hydraulic flow to both non-reversible motor-pumps, and a RUD STBY PWR OFF light to indicate when either or both non-reversible motorpumps are inoperative. When both nonreversible motor-pumps are inoperative rudder standby power is not available. A rudder trim system in provided. Dual yaw damper systems for each rudder provide directional stability augmentation. The system operates the rudder hydraulic control valves directly and there is no feedback to the pilots 1 rudder pedals during normal manual flight or single autopilot cruise operation. During autoland operation there will be feedback to the rudder pedals. SECONDARY FLIGHT CONTROLS Spoilers System The wing spoilers provide five major operational modes: 1. Lateral control augmentation in all modes of operation. 2. Automatic ground spoiler extension upon touchdown main wheel spinup to spoil lift, thereby increasing braking efficiency. 3. Automatic ground spoiler extension upon application of reverse thrust lever during rejected takeoff, which increases braking efficiency. 4. Manual extension of the ground spoilers during landing or rejected takeoff. 5. Selectable extension of all spoilers inflight to serve as speedbrakes. Extension of the spoilers beyond the speedbrake range to the ground spoiler limit or full extension is inhibited in flight. Extension of the spoilers as a speed brake is completely inhibited in flight when the flaps are extended 5 or more. The lateral control function of the wing spoilers is active in all modes of operation. The spoilers augment lateral control by extending on the down-going wing in proportion to control wheel displacement. If the spoilers are extended on both wings in the speedbrakes mode, lateral control inputs will extend the spoilers panels on the down-going wing until fully extended. If additional lateral control is required, the spoilers on the up-going wing will retract as required. If all spoiler panels are fully extended in the ground spoiler mode, lateral control inputs will retract the spoilers on the wing opposite to the desired direction of roll to permit cross-wind control. Automatic extension of the ground spoilers when main gear spin up during landing is limited to midrange, with proportional movement of the ground spoiler handle, until nose gear strut compression. After nose gear strut compression full ground spoiler deployment occurs. In the event a go-around is necessary after ground spoiler extension, advancing throttle number two will automatically unlatch the spoiler handle, allowing it to go full forward to the retract detent, disarm, and retract the spoilers. In the event of a rejected takeoff, the ground spoilers extend fully when: throttle number one and three, or throttle number two thrust reverser lever is placed to the reverse thrust position and spoiler handle is in armed (up) position, provided the nose gear strut is compressed. Flap System The trailing edge flap system consists of inboard and outboard flap segments on each wing. Each segment is powered by two of the three hydraulic systems. The inboard flap control valve is connected to the cockpit flap handle. The inboard flaps are interconnected by a cable bus 09-10-02 Aug 1/75

system to ensure symmetrical motion. The outboard flap control valves are cable controlled by inboard flap position feedback, thus slaving outboard flap position to inboard flap position. In addition to the normal flap control fixed flap position detents, the system incorporates a flap takeoff selector wheel which provides a preselectable detent in unlimited increments from 1 through 25 degrees. Also incorporated is an automatic flap limit system. When the flaps are extended between 20 and 50 degrees, the system provides automatic retraction (or prevents extension), to protect structural integrity in the event that selected flap position airspeed limitations are exceeded. An airspeed is reduced, the flaps automatically return to their original selected position. The system has a manual override capability in the event of malfunction. Slat System The leading edge slat system provides lift augmentation. The slats are divided into eight segments on each wing and are hydraulically powered by two of the three hydraulic systems, each capable of operating the slats full travel. The outboard slats have four positions: retract, auto extend, takeoff and land. The inboard slats have three positions: retract, takeoff, and land. The inboard slat control valve is connected to the cockpit slat handle. The outboard slat control valves are controlled by inboard slat position feedback, thus slaving outboard slat position to inboard slat position. When the flaps and slats are retracted the auto slat extend system controlled by the stall warning system will partially extend the outboard slats at the onset of stall warning. The six outboard slat segments are anti-iced. Slat position indicating lights are provided on the instrument panel. Trim System Lateral Trim. Lateral trim control is provided by using the aileron trim knob to reposition the neutral point of the ailerons. If a large amount of trim is required, the lateral control spoilers will begin to deflect upward as required. Aileron trim is indicated on the aileron trim indicator, on the surface position indicator and by physical displacement of the control wheel. Directional Trim. Directional trim control is provided by the rudder trim knob which repositions the neutral point of the rudders. Rudder trim is indicated on the rudder trim indicator, on the surface position indicator, and by physical displacement of the rudder pedals. Longitudinal Trim. Longitudinal trim is provided by a two-speed, hydraulically powered, adjustable stabilizer. The stabilizer is powered by two hydraulic motors driven independently hydraulic systems 1 and 3. Additionally, if pressure in hydraulic system 1 fails it automatically obtains pressure from hydraulic system 2 through the 2-1 nonreversible motor-pump if the RUDDER STBY PWR switch is in ARM position. A compensator with a low fluid level switch will automatically shut off hydraulic flow to the 2-1 non-reversible motor-pump if low fluid level exists in hydraulic system 1, to preclude damage to the hydraulic system. The RUD- DER STBY PWR switch provides manual override control to shut off hydraulic flow to both non-reversible motor-pumps. The stabilizer automatically operates at two different trim rates as a function of airspeed to provide optimum performance. Above 33,000 feet with the stabilizer operating automatically, a switch closes the system 2 shutoff valve and trim is always at the reduced rate. Rate is also dependent upon which stabilizer control input is Jim 1/96 09-10-03

in use. The longitudinal trim system uses four inputs to command horizontal stabilizer adjustment: 1. Control wheel longitudinal trim control switches. These are the primary electrical fast rate stabilizer controls. : If SB 27-150 is installed or production equivalent, a horizontal drive chain failure detection system will render the control wheel longitudinal trim switches inoperative in the nose up direction. 2. Alternate longitudinal trim switches. These provide an alternate means of electrical half fast rate stabilizer control. 3. Longitudinal trim control handles. These are mechanically connected to the stabilizer control valves and have override authority over all other stabilizer controls. The handles follow-up the motion of the stabilizer control valves regardless of which control is in use. When the control wheel trim switches or the alternate trim switches are used, the handles move one half their full travel in the direction of trimming. 4 The autopilot, when engaged in command or CWS, will operate the stabilizer through the control valves and will not cause the longitudinal trim handles to move. When the autopilot is engaged in the command mode, operating the control wheel trim switches, alternate trim switches, or longitudinal trim handles will cause the autopilot to disengage. When the autopilot is engaged in the CWS mode, the autopilot will not disengage when trimming the stabilizer except when autopilot is operating in the turbulence (TURB) mode. A stabilizer position indicator and scale are provided. A green band is superimposed on the position indicating scale to indicate the normal range for takeoff. WARNING SYSTEMS Takeoff Warning System The takeoff warning aural signal (intermittent car horn sound, identical to cabin altitude warning) warns the flight crew of unsafe flight control configuration for takeoff. The warning sounds when either throttle 1 or 2 is advanced for takeoff with the ground shift mechanism in the ground mode and any one of the following conditions exist: 1. Slats not in takeoff-extend range. 2. Flaps out of takeoff range. 3. Spoiler handle not fully forward. 4. Stabilizer setting not in green band. 5. Parking brake not released. 09-10-04 Jun 1/97

Slat Handle Extend Warning If the flap/slat handle has been moved from the UP/RET position, an aural signal (same as overspeed and slat extend warnings) alerts the flight crew to move the flap/slat handle to UP/RET until airspeed is reduced below placarded slat extend speed. Stall Warning System A tactile stall warning informs the flight crew of an approaching stall condition for the existing flap/slat configuration. Either part of a dual system will actuate stick shakers which will vibrate both control columns. Stick shaker is inhibited until five seconds after nose gear strut extension to prevent false stall warnings during takeoff. When the flaps and slats are retracted, at the onset of stall warning, the outboard slats will partially extend and the SLAT RESET switch/light will come on. Stabilizer In-Motion Warning System An aural signal (continuous deep pitched air horn sound) informs the flight crew that the horizontal stabilizer is in motion. The aural signal sounds after continuous movement of more than one-degree stabilizer travel at a rate greater than 0.08 degrees per second for manual trim and after continuous movement of more than one-degree stabilizer when in the automatic pitch trim mode of operation. CONTROLS AND INDICATORS The controls, indicators, and annunciator lights are on the Pedestal, Center Instrument Panel, Pilot's Overhead Panel, and Flight Engineer's Upper Panel No. 2 and No. 3. Illustrations of these major panels are in Chapter 1. The individual controls and indicators are illustrated and described in another section of this chapter. Jim 1/97 09-10-05/06

FLIGHT CONTROLS - Major Components ELEVATOR (INBOARD SEGMENT) ELEVATOR '(OUTBOARD SEGMENT) FLAP (INBOARD) AILERON (INBOARD) FLAP (OUTBOARD) AILERON (OUTBOARD) SPOILERS SLATS (OUTBOARD SEGMENTS) SLATS (INBOARD SEGMENTS) UPPER RUDDER (FORWARD SEGMENT) UPPER RUDDER (AFT SEGMENT) LOWER RUDDER (FORWARD SEGMENT) LOWER RUDDER (AFT SEGMENT) Feb 1/75 09-20-01/02

Longitudinal Trim LONG TRIM Handles The handles provide direct mechanical control of the horizontal stabilizer control valves. The trim handles have the same function as the electric control wheel trim switches, and alternate trim switches except that they override authority over both. Moving the handles to full travel moves the stabilizer at the fast rate. Moving the handles to half their full travel moves the stabilizer at one half the fast rate. Both longitudinal trim handles must be operated together to move the horizontal stabilizer Control Wheel Trim Switch (2) (Capt & F/0) Stabilizer motion is electrically controlled by dual trim switches located on each control wheel. Actuation of the switches in the desired direction will cause the stabilizer to be powered by two hydraulic motors simultaneously, at the fast rate. Both switches on the respective control wheel must be operated simultaneously. When the switches are operated, the longitudinal trim handles will move onehalf their travel. If SB27-150 is installed, or production equivalent, a horizontal drive chain failure detection system will render the control wheel trim switches inoperative in the nose up direction. Longitudinal trim handles may be used to override the trim switches in this case. LONG TRIM Indicator The longitudinal trim indicator is mechanically connected to the horizontal stabilizer and indicates position and movement of the horizontal stabilizer. LONG TRIM Green Band Indicates allowable trim range for takeoff. ALTN LONG TRIM Switch Provides an alternate electrical means for control of horizontal stabilizer position Trim rate will be one-half the fast rate Both switches must be operated simultaneously to effect stabilizer motion. When the switches are operated, the longitudinal trim handles will also move one-half their full travel. PEDESTAL LONG TRIM Position Indicator Scale Shows the position of the stabilizer in degrees of airplane nose up or down when read opposite the longitudinal trim indicator. Nov 1/77 09-30-01

Spoilers AUTO SPOILER DO NOT USE Light Comes on when some portion of the automatic spoiler system has malfunctioned indicating that spoilers should not be armed Does not preclude manual operation of spoilers (OVERHEAD PANEL) SPOILER Handle Used to select the automatic operating modes or control the manual modes of the spoiler system. Automatic - When armed for takeoff (flaps less than 30 ), the spoiler handle will move to GROUND SPOILER position and ground spoilers automatically extend fully when the number one and three reverser levers, or the number two reverser lever is used for a rejected takeoff if the nose gear strut is compressed. When armed prior to landing (flaps 30 or more), the spoiler handle will move to approximately 2/3 position with proportional ground spoilers extension upon mam wheels spinup at touchdown, and when the nose gear gets on the ground, the spoiler handle moves to GROUND SPOILER position and ground spoilers extend fully The handle is spring loaded to the RET position, and must be at RET before it can be pulled up and remain in the armed position. When armed (up), a red placard labeled ARM in white letters can be seen on both sides of the spoiler handle. Manual - In flight, with flaps at less than 5, the handle is used to control the speedbrake mode by squeezing the "T" handle release, then pulling handle aft to the 1/3, 2/3, or FULL positions. The handle will stop at the FULL position. On the ground with the nose gear strut compressed, the handle may be used to control the ground spoiler mode by pulling the handle up and aft to the GROUND SPOILER position. In the aft position, pulling the handle up will lock the handle aft. PEDESTAL 09-30-02 May 1/76

Flap/Slat Systems Slat Retract Gate Prevents retraction of the slats with the flap handle at 0 degrees The flap handle must be pushed down with the slat handle raised to pass through the gate into the UP/RET position FLAP/SLAT Handles The flap and slat handles are mechanically coupled to each other When the flap handle is positioned to a setting from 0 through 25 degrees the slat handle moves into the TO EXT range When the flap handle is at 35 or 50 degrees the slat handle moves into the LAND EXT range The flap handle can be split from the slat handle only in the UP/RET position Both the flap and slat handles must be raised together at UP/RET position before they can be physically split The slat handle can never be moved independent of the flap handle A detent bypass prevents the slat handle from engaging the preselectable FLAP TO SELector detent dur ing flap retraction However, if the flap setting is less than 20 beyond the preselectable FLAP TO SELec tor detent setting the bypass will not arm, and the slat handle will engage in the detent preventing further handle movement Slat handle must be lifted to disengage it from the detent to continue flap retraction FLAP TO SEL Window Indicates in degrees the preselectable detent that has been selected Go Around Gate PEDESTAL Prevents retraction of the flaps less than 22 until lifting pressure is released to allow the handle to drop into the 22 detent, and then re applied to cause the handle to pass through the gate SLAT RESET Switch-Light Comes on to indicate the outboard slats have been extended by the stall warning system to the auto slat extend position Automatic slat extension occurs in flight simultaneously with stick shaker actuation In flight pushing the switch-light will retract the slats, turn off the light, and rearm the automatic slat extend system On the ground the outboard slats are retracted and the SLAT RESET switch-light is turned off by holding the AUTO SLAT EXTEND test switch on the flight engineer's equipment panel in the TEST position and then pushing the SLAT RESET switch-light FLAP TO SELector Provides a preselectable detent for any flap setting between 1 and 25 degrees in addition to the normal 0, 15, and 22 degrees detents If a flap setting of 0, 15, or 22 is selected, the flap handle will drop into the fixed detent Any other flap selection will result in only the slat handle dropping into the preselected FLAP TO SELector detent Both handles must be lifted to manually reposition the flaps Attempting to reposition the flaps with the FLAP TO SELector may cause the handles to bind in the detents and prevent lifting of the handles out of the detents until pressure resulting from wheel movement is relieved (CENTER INSTRUMENT PANEL) Aug 1/76 Effective for early airplanes without the mechanical flap/slat handle interlock. 09-30-03

Flap/Slat Systems Slat Retract Gate Prevents retraction of the slats with the flap handle at 0 degrees. The flap handle must be pushed down with the slat handle raised to pass through the gate into the UP/RET position. FLAP/SLAT Handles The flap and slat handles are mechanically coupled to each other. When the flap handle is positioned to a setting from 0 through 25 degrees, the slat handle moves into the T.O. EXT range. When the flap handle is at 35, or 50 degrees the slat handle moves into the LAND EXT range. The flap handle cannot be moved independently of the slat handle unless the mechanical interlock is intentionally uncoupled. The flap handle can be split from the slat handle only in the UP/RET position. Both the flap and slat handles must be raised together at UP/RET position before they can be physically split. The slat handle can never be moved independent of the flap handle. A detent bypass prevents the slat handle from engaging the preselectable FLAP T.O. SELector detent during flap retraction. However, if the flap setting is less than 20 beyond the preselectable FLAP T.O. SELector detent setting the bypass will not arm, and the slat handle will engage in the detent, preventing further handle movement. Slat handle must be lifted to disengage it from the detent to continue flap retraction. MECHANICAL FLAP/SLAT HANDLE INTERLOCK Go-Around Gate PEDESTAL Prevents retraction of the flaps less than 22 until lifting pressure is released to allow the handle to drop into the 22 detent, and then re-applied to cause the handle to pass through the gate. SLAT RESET Switch-Light Comes on to indicate the outboard slats have been extended by the stall warning system to the auto slat extend position. Automatic slat extension occurs in flight simultaneously with stick shaker actuation. In flight pushing the switch-light will retract the slats, turn off the light, and rearm the automatic slat extend system. On the ground the outboard slats are retracted and the SLAT RESET switch-light is turned off by holding the AUTO SLAT EXTEND test switch on the flight engineer's equipment panel in the TEST position and then pushing the SLAT RESET switchlight. FLAP T.O.SEL Window Indicates in degrees the preselectable detent that has been selected. FLAP T.O. SELector Provides a preselectable detent for any flap setting between 1 and 25 degrees in addition to the normal 0, 15, and 22 degrees detents. If a flap setting of 0, 15, or 22 is selected, the flap handle will drop into the fixed detent. Any other flap selection will result in only the slat handle dropping into the preselected FLAP T.O. SELector detent. Both handles must be lifted to manually reposition the flaps. Attempting to reposition the flaps with the FLAP T.O. SELector may cause the handles to bind in the detents and prevent lifting of the handles out of the detents until pressure resulting from wheel movement is relieved. (CENTER INSTRUMENT PANEL) 09-30-04 Effective for late production or Service Bulletin (27-144) modified airplanes with the mechanical flap/slat handle interlock. Aus 1/76

Trim Systems and Rudder Pedal Adjustment AIL Trim Indicator LWD - Indicates left wing down as shown on scale in units RWD- Indicates right wing down as shown on scale in units AIL Trim Knob Manually repositions the aileron load feel and override mechanism which repositions the ailerons and pilots control wheels to effect lateral trim If more than 5 units aileron trim is selected spoilers will start to extend Rudder Trim Knob Provides manual adjustment to the lower and upper rudder trim and load feel mechanism which repositions the lower and upper rudders (PEDESTAL) Rudder Trim Indicator The pointer indicates in which direc tion the rudder is displaced from neutral NOSE L-Indicates nose left trim as shown on scale in units NOSE R Indicates nose right trim as shown on scale in units RUDDER PEDALS Rudder Pedal Adjust Tab Permits simultaneous manual adjust ment of each set of rudder pedals Pressing the tab unlocks the pedals which are spring loaded aft When the tab is released the pedals lock in the selected position CAUTION Actuate adjust tab only when feet are on pedals to prevent pedal spring from suddenly driving pedals all the way aft and possible resultant jamming Feb 1/75 09-30-05

Flap/Slat Indicator Test Displacement Mark Test displacement mark for out board flaps tapes FLAP Handle Position Indicator Chevron points to limiting airspeed for flap setting selected on left side and amount of flaps selected on right side FLAP POSITION TAPES Indicate position of left outboard and right outboard flaps If the lower edges of flap tapes are out of view behind flap handle position in dicators, the flaps are extended within tolerance limits SLAT TAKEOFF Light Blue SLAT TAKEOFF light indicates slat handle and slats are in takeoff range SLAT DISAGREE Light Amber SLAT DISAGREE light indicates slat handle and slats position disagree, or slats are in transit, or the slats have been extended automatically FLAP LIM SPD Placard Limiting speed for flap extension indicated by flap handle position indicator SLAT LAND Light Blue SLAT LAND light indicates slat handle and slats are in landing range FLAP DISAGREE Flag When inboard flaps position dis agree with each other more than 5 degrees this flag will appear FLAP LIM SPD Flag Is displayed at all times Test Displacement Mark Test displacement mark for flap handle position indicators NO ELECTRICAL POWER CENTER INSTRUMENT PANEL TEST Button When pushed, the SLAT TAKEOFF, DISAGREE, and LAND lights will come on steady The flaps vertical tapes go to the 10 degrees test dis placement mark and the flap handle position indicators move to the 30 degree test displacement mark FLAP DISAGREE flag comes into view SPEEDBRAKE Light Amber SPEED BRAKE light will flash when spoiler handle is moved from retract position and the flap handle is in 3 degree extend posi tion or more Light is inhibited when the aircraft is on the ground, however, light will come on flashing when the pilot's annunciator lights are tested 09-30-06 Nov 1/79

Surface Position Indicator and Alternate Gear Extension Lever Alternate Gear Extension Lever Lifting The Lever: Mechanically releases all uplatches except center gear. Mechanically positions landing gear control valve to bypass and shuts off hydraulic system 3 pressure to nose gear steering. Limits nose gear steering in this case to 25 degrees to the right (pressure from hydraulic system 1) when using nose gear steering wheel. Unlocks outboard ailerons if they are locked. Stowing The Lever: If hydraulic system 3 is operative. Retracts gear if gear handle is at GEAR UP Returns nose gear steering to normal (hydraulic system 3 is restored). CAUTION Lever is preloaded when in the up position when flaps are not extended. Restrain lever when stowing. WING Deflection Pointer (L, R) Indicates wing deflection direction and is driven by the summed displacement of the inboard and outboard ailerons. When the flaps and slats are retracted and alternate gear extension lever is stowed, the SURF POS indicator will show 1/2 deflection for ailerons, indicating outboard aileron lockout TEST Button Drives all surface position indicating pointers to a pre pro grammed test position (indi cated by blue reference marks) to verify indicator operation. (Indicator is shown in the test position ) (RIGHT SIDE OF PEDESTAL ON FLOOR) Placarding on outside of door Lever Release Pushrod Knob To unlock alternate gear extension lever to return to the stowed position, lift lever to relieve tension on link in detent, then press down on the pushrod knob on the outboard side of lever and allow lever to return to stowed position. Spoiler Tape Reference Marks Spoilers fully extended Speedbrake upper limit. Not used One-third speed brakes Spoilers retracted Spoiler tapes will move from reference marks with pilots' control wheel inputs. SPOIL Indicator Two vertically moving tapes pro portionately display the amount of spoiler movement for speedbrake, lateral control, and ground spoiler modes of operation Pilots' control wheel must be neutral for both tapes to indicate DN ELEV Indicator Displays the summed displace ment of the inboard and out board elevator segments CENTER INSTRUMENT PANEL RUD Indicator Visually displays the upper ana lower rudder deflection May 1/76 09-30-07

Yaw Damp and Rudder Standby Power RUD STBY PWR OFF Light Comes on to indicate that either or both non-reversible motor-pumps are inoperative, or that the RUDDER STBY PWR switch is in OFF position which will close two motor operated shut-off valves preventing operation of either the 2-1 or 3-2 non-reversible motor-pumps. RUDDER STBY PWR Switch ARM - In the ARM normal position both non-reversible motorpumps function automatically in a demand situation to provide a standby source of hydraulic pressure to the upper rudder, lower rudder, or the horizontal stabilizer, should the normal pressure become inoperative. OFF - Closes both motor operated shut-off valves which deactivates both non-reversible motor-pumps to isolate a failed hydraulic system and preclude damage to the operative hydraulic systems. (FLIGHT ENGINEER'S UPPER PANEL NO. 3) YAW DAMP Switch (4) Turns on the associated upper or lower yaw damp channel. A yaw damp switch in OFF position will inhibit its respective YAW DAMP INOP annunciator light. YAW DAMP TEST FAIL Light (2) Comes on during test cycle. If light remains on, indicates that the associated yaw damp test has failed. UPPER/LOWER YAW DAMP INOP Light Comes on to indicate upper/lower yaw damp system failure, and during yaw damp test cycle. OVERHEAD PANEL Yaw Damp TEST Switch-Light A switch which permits testing of the upper and/or lower rudder yaw damp system. When light is on, signifies that a test is in progress. Upper and lower halves of light are independent (This switch is inhibited in flight.) During test cycle, the rudder indicators (Surface Position Indicator) should de fleet to the left, slowly return to neutral, deflect to the right, and then return to neutral 09-30-08 May 1/76

Elevator Feel ELEV FEEL CHANNEL INOP Light Indicates malfunction of one channel of the dual system No adverse effects in the ELEV FEEL AUTO mode with one channel inoperative should be experienced (FLIGHT ENGINEER S UPPER PANEL NO 2) ELEV FEEL Indicator Indicator pointer follows up indicated airspeed within ±15 Knots when the system is operating in the automatic mode Used as an aid for providing proper maneuvering control force gradient throughout the flight envelope when operating in the manual mode ELEV FEEL Selector AUTO - Provides automatic elevator load feel as a function of in dicated airspeed MAN Variable load feel mecha GSM will operate with MAN SLEW input only Turns on the SELECT ELEV FEEL MAN light SELECT ELEV FEEL MAN Light Comes on whenever both channels of the automatic mode of the elevator load feel are inoperative or ELEV FEEL selector is not in AUTO MAN SLEW Selector Provides manual control when elevator feel selector is at MAN and changes the Q variable load feel input of the elevator controls Elevator feel must be manually changed by use of the MAN SLEW selector to maintain ELEV FEEL/REF IAS in agreement with air plane IAS DECR Holding the selector at the first dot provides manual electrical control of one of two electrical motors to decrease the reference air speed indication and elevator load feel Holding the selector at the second dot performs the same function if the first motor has malfunctioned INCR Functions identical to the DECR position except in the INCR direction OVERHEAD PANEL Nov 1/81 09-30-09

ELEVATOR CONTROL COLUMN NEUTRAL POSITION ALIGNMENT STRIPE FIRST OFFICER'S LIGHT CONTROL PANEL FIRST OFFICER'S CONTROL WHEEL TO VERIFY NORMAL NEUTRAL POSITION OF ELEVATOR CONTROL COLUMN, SIGHT FROM CAPTAINS SEAT (IN PROPER EYE LOCATION POSITION) AND VERIFY THAT FORWARD EDGE OF RIGHT-HAND GRIP OF FIRST OFFICERS CONTROL WHEEL ALIGNS WITHIN WHITE LINE ON FIRST OFFICERS SIDE SWITCH CONSOLE WITH ALL THREE HYDRAULIC SYSTEMS POWERED. 09-30-10 Nov 1/81

FLIGHT CONTROLS Jun 1/99 09-40-01/02