Descripcion boeing 727 ata 27 - flight controls

1. LINE AND BASE MAINTENACE TRAINING
FLIGHT CONTROLS
B727-200
AIRWAYS CONSULTORIA AERONÁUTICA LTDA

2. AIRWAYS TREINAMENTOS FLIGHT CONTROLS
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MATERIAL DIDÁTICO
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FLIGHT CONTROLS INTRODUCTION
A. The primary flight controls are the ailerons, elevators and rudders (Fig. 1). These hydraulically powered
surfaces provide primary flight control in roll, pitch and yaw. The auxiliary flight controls are the lift devices, the
spoilers and an adjustable horizontal stabilizer. The hydraulic power control packages for the ailerons and
elevators are supplied from both hydraulic systems A and B. Each hydraulic system alone provides adequate
force to rotate the ailerons and elevators through a full range of travel. The rudder is made up of an upper and
a lower part and the actuators for each are powered by different hydraulic systems. All of these power
packages include gust damping and snubbers at each extreme of the surface travel in addition to stops limiting
surface throw. In the event that both hydraulic systems fail, control actuation for the ailerons and the elevators
is accomplished through control tabs by manual reversion and the rudder is controlled by a separate actuator
powered by the standby hydraulic system.
B. The main flaps are triple slotted and highly cambered devices for greatly augmenting lift during takeoffs and
landings. In addition, leading edge flaps and slats function with the main flaps to achieve a high lift to drag
ration for minimum takeoff distance. The leading edge flaps and slats are controlled by movement of the
outboard trailing edge flaps.
C. The flight spoilers are hydraulically actuated and respond to signals from the aileron system. These
surfaces raise in proportion to the aileron movement on the same wing. All spoilers serve as speed brakes
with the ground spoilers being employed only when the main landing gear oleo is compressed.
D. Roll trim is obtained form small deflection settings of the inboard aileron. The power package rotates the
aileron slightly with a change in trim setting. Pitch trim is accomplished by pivoting the adjustable horizontal
stabilizer about its aerodynamic center. Yaw (directional) trim is provided by offsetting both the upper and
lower rudders.

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FLIGHT CONTROL SURFACES
FIG. 1

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ROLL CONTROL
A. The roll control system consists of two inboard ailerons with control tabs, two outboard ailerons with balance
tabs, and ten spoilers; all are powered hydraulically (Fig. 1). Control wheel forces are sufficient for "pilot-feel"
only, as the aileron power control package supplies the force to rotate the ailerons. Control signals form the
pilot pass through the aileron control cables and mechanical linkage to operate the control valve of the power
package, which initiates cable drum rotation.
Cable movement is then transmitted through a mechanical linkage to the aileron. All ailerons are equipped with
aerodynamic balance and are bussed together with a heavy cable system. The outboard ailerons are locked in
the faired position when the trailing edge flaps are up since deflection of the inboard ailerons and flight spoilers
are sufficient for high speed flight control. With flaps down, both inboard and outboard ailerons are operated
together.
B. There are seven spoilers on each wing. The outboard five are flight spoilers and the inboard two are ground
spoilers (Fig. 1). The flight spoilers augment the ailerons in roll control and at the same time are available to
act as an air drag device. The ground spoilers are restricted to use on the ground and serve as speed brakes
to shorten landing roll. Each spoiler is positioned by its own hydraulic actuator.
Signals from the aileron power control package are passed through a ratio changer to a differential
mechanism, which positions the flight spoilers in proportion to the aileron displacement. Cables from the
differential mechanism extend along the aft edge of each wing to position control valves in each flight spoiler
actuator. When the spoilers serve as speed brakes they are controlled by the speed brake control lever.
Moving the speed brake control lever toward 45¡, by action of the spoiler ratio changer, reduces the aileron
signal to the spoilers.

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FLIGHT CONTROL SURFACES
FIG. 1

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PICH CONTROL SYSTEM
A. The elevators provide primary response of the airplane in pitch control.
Fore and aft movement of the pilot's control column is transmitted through dual cable pairs to the aft control
quadrant at the tip of the vertical stabilizer. The aft control quadrant actuates a control linkage to the main
control valve on both elevator hydraulic control packages.
Each power control package, located forward of the elevator front spar, simultaneously actuates the two
elevator sections in response to the pilot's control column motion. The power control packages along with the
feel and centering mechanism located near the top of the vertical stabilizer are normally supplied by both
hydraulic systems "A" and "B".
In the event of dual hydraulic failures an automatic reversion to manual elevator operation will occur. In this
event the control linkage actuates elevator control tabs which, with the assistance of aerodynamic balance
panels, move the elevator in response to control column motion.
B. The horizontal stabilizer provides longitudinal trim by rotating the control surface about the rear spar hinge
through a range of 15.3 degrees. Stabilizer rotation is provided by a jackscrew and gearbox assembly,
actuated by either an electrical or a manual system. Normal operation of the stabilizer is accomplished through
a main electric trim actuator controlled by the trim switches in the control wheels. The stabilizer autopilot
system operation is similar to the main electric system; except it uses a separate slow speed servo motor that
can be operated by the cruise trim switch for smaller adjustments during cruise.
Manual control is provided by the stabilizer trim controls wheels on the control stand. A separate brake unit,
located under the control stand, arrests stabilizer motion in the out-of-trim direction when the elevator
control column is deflected to oppose the airplane's pitch attitude.

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RUDDER CONTROL SYSTEM
A. Yaw control is provided by two separate, hydraulically operated rudders.
Rudder pedal or rudder trim input is transmitted through cables from the cockpit to linkage in the vertical
stabilizer. The linkage controls hydraulic input to the power units which position the rudders. Each rudder has
an antibalance tab which is operated by linkage connected to structure.
B. Separate hydraulic systems supply an independent source of power to each rudder. Normally both rudders
will deflect together. Emergency operations provided by the standby hydraulic system which then operates a
simplified actuator on the lower rudder.

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LIFT DEVICES
A. Lift devices consist of two pairs of trailing edge flaps, three pairs of leading edge flaps and four pairs of
leading edge slats. The main flaps are of triple-slotted construction and expand in chord length during
extension. These flaps are actuated by jackscrews normally driven by hydraulic motors. Power to the motors is
controlled by two differential control valves with feedback modulation from the power transmitting torque
tubes. The valves are positioned by manually operating a flap control lever on the control stand. Leading edge
flaps and slats are positioned by linear hydraulic actuators. The actuators are controlled from a two-position
control valve activated by the outboard flap drive system. Flap settings are controlled from a detented lever on
the control stand with control cable linkage to the differential type control valves. Alternate provisions for
extending flaps are incorporated in the system for use in the event of normal system failure. In alternate
operations the trailing edge flaps are extended and retracted by two electric motors coupled to the torque
tubes. The leading edge flaps and slats maybe extended by the standby hydraulic pump. Pump operation is
controlled from the alternate flap control system.

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CONTROL CABLE SYSTEM
A. Flexible wire aircraft cables are used in transmitting motion from the control cabin to the respective control
surfaces. A typical control cable connected and adjusted with turnbuckles and is attached to the drum or
quadrant by means of a swaged terminal. Rigging loads, varying with temperature, are used for proper
pretensioning the cables. Air seals are used to reduce pressure loss when cables are routed through
pressurized areas.

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CONTROL COLUMN
A. The control columns are used for primary control of the airplane about the roll and pitch axis. Stops limit
control column and control wheel movement. Rotational movement of the control wheel on the column
actuates the ailerons and spoilers. Fore and aft movement of the control column actuates the elevators. The
stabilizer trim control, microphone and autopilot disengage switches are installed on the control wheel (Fig. 2).
CONTROL COLUMN

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SHEAR RIVETS
A. Shear rivets provide a means by which normal operation of essential flight systems can be maintained in
the event of failure or jamming of related or interconnected secondary systems. Each shear rivet location
is marked by a metal-CAL stating CONTROLLED SHEAROUT and the quantity and part number of the shear
rivet used. The charts shown below contains a list of all shear rivets used in the flight control systems along
with part numbers and references to maintenance manual sections where maintenance procedures can be
found. The first chart lists the shear rivets which can be replaced on the airplane and the second chart lists
components which contain shear points.

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CONTROL AND INDICATION

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AILERON AND AILERON TRIM - ROLL CONTROL
The ailerons on each wing provide the principal roll control of the airplane. The inboard pair of ailerons is
operational at all times, the outboard pair is used for additional control when flaps are extended.

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Spoiler panels, on the upper wing surface, rise to augment the ailerons. They also provide a back-up system if
aileron control is lost.

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Pilot inputs from the control wheels are transmitted mechanically to the aileron power control unit through
the feel-and-centering mechanism. The feel and centering mechanism provides artificial feel to the control
wheels and returns the aileron system to neutral when control wheel inputs are released. The aileron power
control unit is powered by hydraulic systems A and B and operates cables which move the inboard and
outboard ailerons.
The outboard aileron lockout device prevents the outboard ailerons from operating when the outboard
trailing edge flaps are retracted. With flaps extended, both inboard and outboard ailerons provide roll control.
Flight spoilers operate in conjunction with the ailerons to augment roll capability. The aileron power
control unit provides mechanical inputs to the spoiler mixer which commands flight spoiler movement.

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AILERON AND AILERON TRIM SYSTEM

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During the first ten degrees of control wheel movement, roll control is provided by ailerons only. After ten
degrees, the flight spoilers on the down-wing side will rise an amount proportional to aileron movement.
Manual reversion with a total loss of hydraulic power is available. Control wheel inputs mechanically
position the control tabs which, in turn, reposition the inboard ailerons in flight. If the flaps are extended the
outboard ailerons also operate.
If the cables or linkages to the aileron power control unit jam, additional force at the control wheel will
actuate a disconnect device. After a disconnect, control wheel inputs go to the spoiler mixer through a
separate ser of cables from the First Officer’s control wheel. Each time the control the wheels are returned to
neutral, the disconnect device re-engages.

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CONTROL COLUMN INSTALLATION

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AILERON CENTERING SPRING AND TRIM MECHANISM
AILERON MECHANISM

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INBOARD AILERON AND TAB CONTROL LINKAGE

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OUTOARD AILERON AND LOCKOUT MECHANISM

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AILERON AND TRIM CONTROL EQUIPMENT LOCATION

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OUTBOARD AILERON CONTROL LINKAGE SCHEMATIC

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Aileron trim may be used to relieve control wheel inputs required for balanced flight. Trim wheel inputs
reposition the neutral point of the feel-and-centering mechanism. Hydraulic power is required for aileron trim
operation.
Aileron hydraulic shutoff switches are guarded to the ON position. Positioning the aileron hydraulic switch to
OFF electrically closes a shutoff valve in the respective hydraulic system supply line, isolating that system from
the aileron power control unit.
Loss system pressure illuminates the associated low pressure light. Full aileron control is available with one
hydraulic system operable.
Spoiler hydraulic shutoff switches control shutoff valves in the hydraulic pressure supply line to the flight
spoilers. System A powers the two outboard flight spoilers and System B powers the three inboard flight
spoilers. There are no low pressure lights to indicate when spoilers are inoperative.

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SPEED BRAKES
In flight and ground speed braking is provided by the spoiler system. Deflection of the flight spoilers,
when operated as speed brakes, is modulated by the spoiler mixer to assist roll control. On the ground, the
ground spoilers are armed and controlled by the ground spoiler control valve.

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PITCH CONTROL – ELEVATORS
Primary pitch control is provided by two elevators mounted on the trailing edge of the horizontal
stabilizer. Pitch inputs from the control columns are mechanically linked to two elevator power control units.
Each control unit is powered by both hydraulic systems A and B. Each control unit mechanically positions one
elevator.
The elevator power control units may also be controlled by the autopilot through the autopilot servo.
Hydraulic pressure must be available for autopilot inputs to position the elevators.
Without hydraulic system pressure the elevators can still be controlled by manual reversion. Control
column inputs are transmitted to control tabs on each elevator which position the elevator surfaces in flight.
Elevator hydraulic shutoff switches isolate the selected hydraulic system pressure from the elevator
power control unit. This is done by electrically closing the respective elevator hydraulic shutoff valve.
Loss of hydraulic system pressure illuminated the associated elevator low pressure annunciator. The
loss of one system does not affect elevator operation.
Elevator feel is provided by an elevator feel computer. Airspeed inputs to the computer are supplied
through pitot probes located on each side of the vertical stabilizer. Computer outputs regulate hydraulic
pressure to the elevator feel actuator. The feel actuator transmits the appropriate amount of “feel” to the
control column. Two systems are provided for reliability.
The elevator feel differential pressure light monitors the differences in the two computed output
pressures from the feel computer. The light illuminates whenever a computed pressure difference exists.
The rudder-elevator position indicator displays the position of each elevator in relation to the stabilizer.

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ELEVATOR CONTROL SYSTEM

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ELEVATOR HYDRAULIC SYSTEM

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ELEVATOR FEEL MECHANISM

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PITCH CONTROL – STABILIZER
The horizontal stabilizer is operated electrically by either a main trim motor or an autopilot/cruise trim
motor. The autopilot/cruise trim motor provides a slower rate of stabilizer movement than the main trim motor.
When the stabilizer is being trimmed by the electric control switches between 0 and 1.5 units NOSE DOWN,
the input signal automatically transfers to the autopilot/cruise trim motor. A NOSE UP trim input in this range
will revert back to the main trim motor. A mechanical stabilizer brake will stop stabilizer movement any time
control column movement is in the opposite direction to trim wheel rotation. If the main and autopilot trim
motors fail to operate, the stabilizer trim unit to be operated manually.
.

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STABILIZAER TRIM CONTROL SYSTEM

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STABILIZAER TRIM CONTROL SYSTEM

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STABTRIM CONTROL CIRCUIT

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YAW CONTROL
Yaw control is provided by a split rudder mounted on the trailing edge on the vertical fin.
Anti-balance tabs on both rudders increase rudder effectiveness by deflecting in the same direction as the
main portion of the rudders.
Inputs from the rudder pedals are transmitted by cable to rudder power units through a feel-and-
centering mechanism. The feel-and-centering mechanism provides artificial feel through the rudder pedals and
returns them to neutral when pressure is released.
Three independent rudder power units use hydraulic power to position the rudders. The upper rudder
power unit is powered by hydraulic system B. The lower rudder power unit is powered by hydraulic system A. If
system A is lost the lower rudder can be powered by the standby power unit. There is no mechanical backup
for rudder control.
Yaw dampers are provided on the upper and lower rudder power units to oppose oscillations in the yaw
axis. They function at all times during flight by commanding rudder movement through their respective rudder
power unit. Yaw dampers do not move the rudder pedals.
Rudder trim wheel inputs reposition the neutral point of the feel-and-centering mechanism. Hydraulic
power is required for rudder trim operation.
The rudder-elevator position indicator shows the position of both the upper and lower rudders. Any movement
of the rudders is reflected by a corresponding movement of the rudder position indicators.
Hydraulic shutoff switches control hydraulic system pressure to the rudder power units. The system B
rudder switch controls an electrically operated shutoff valve to isolate hydraulic pressure from the upper rudder
power unit. The system A rudder switch controls the lower rudder shutoff valve. Loss of hydraulic system
pressure illuminates the appropriate rudder system low pressure light. Should system B fail, the upper rudder
will not operate. Failure of the upper rudder imposes a yaw damper and landing crowing limitation.
The rudder system A and standby switches are mechanically joined. When the system A switch is
positioned OFF, the standby switch is positioned ON. This isolates system A pressure from the lower rudder
power unit, starts the standby pump, and pressurizes the lower rudder standby power unit. Hydraulic fluid is

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supplied by the standby system reservoir. When operating with the lower rudder powered by the standby
system there is a yaw damper and crosswind limitation.
The upper and lower rudder power units both incorporate a load-limiter to control the maximum force
output. The upper rudder power unit has a fixed load-limit value. The lower rudder power unit load-limit value
varies with flap position. With flap position. With flaps up, the force output of the lower rudder is restricted to a
low pressure mode to reduce rudder deflections. With the flaps down, pressure mode to assure full rudder
authority for greater maneuvering capability at low speed.
When illuminated, the rudder load limiter light indicates that hydraulic pressure to the lower rudder is not
appropriate for the existing flight condition.

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RUDDER CONTROL SYSTEM

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LIFT DEVICES – TRAILING EDGE FLAPS
Two pairs of triple-slotted trailing edge flaps, outboard and inboard, are normally operated by system A
hydraulic pressure.
The flap lever controls all high lift devices during normal operations. The flap lever positions the inboard
and outboard flap control valves which allow hydraulic System A pressure to power the flap drive motors and
mechanically position the flaps.
The position of the outboard flaps controls an outboard aileron lock-out device. With trailing edge flaps
retracted, the outboard ailerons are locked in the faired position.
Inboard and outboard trailing edge flaps have independent position indicators. The indicators receive
electrical signals from position transmitters on each set of flaps. If the left and right needles on a flap position
indicator separate approximately 1 to 3 needle widths, a flap asymmetry is sensed. An electrical signal
repositions a bypass valve for the affected set of flaps thus stopping their movement.
Alternate operation of the trailing edge flaps is accomplished electrically. Flap extension time using the
alternate system is about five times longer than normal extension time.
Positioning the alternate flaps master switch ON deactivates the normal trailing edge flap extension
system repositioning bypass valves to isolate System A hydraulic pressure. Positioning the alternate flaps
master switch ON also electrically arms the inboard and outboard alternate flap switches DN activates electric
drive motors to extend the flaps.
No asymmetry protection is incorporated in the alternate flap extension system. Flaps may be retracted
using the alternate system by positioning the alternate flaps switches UP.

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FLAP POSITION SIGNALS
Inboard flap position is supplied to the stall warning computer.
Inboard flap position is transmitted to the lower rudder load limiter system to determine the operating pressure
mode.
The ground proximity warning system receives flap position.
In flight warnings associated with flap position include: an intermittent warning when speedbrakes are selected
with flaps extended, and a steady warning horn when flaps are extended beyond 25 degrees with any gear not
down-and-locked.
The take-off warning sounds if EPR is advanced and flaps are not between 5 and 25.

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TRAILING EDGE SYSTEM EQUIPMENT LOCATION

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TRAILING EDGE FLAP ASSY

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OUTBORAD FLAP POWER UNIT

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AFT FLAP ACTUATING MECHANISM

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TRAILING EDGE HYDRAULIC SYSTEM

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FLAP DRIVE SYSTEM ELECTRICAL SCHEMATIC

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FLAP SYSTEM

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7-
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HIGH LIFT DEVICES – LEADING EDGE DEVICES
Leading edge devices consist of eight leading edge slats and six leading edge flaps operated by
individual actuators. Leading edge flaps and slats operate in conjunction with trailing edge flaps to permit
slower approach speeds and greater maneuvering capability.
During normal operation, the leading edge devices are controlled by the position of the outboard trailing
edge flaps. Trailing edge flap position, from the follow-up drum, provides a mechanical signal to the leading
edge devices control valve which uses System A hydraulic pressure to extend or retract the leading edge
devices.
The leading edge flaps annunciators on the center panel indicate leading edge device position. The flight
engineer’s leading edge device annunciator panel has an amber IN-TRANSIT and a green EXTENDED light
for each leading edge device.
During normal flap extension, when FLAPS TWO is selected, the number 2, 3, 6 and 7 slats extend.
When FLAPS FIVE is selected, the remaining leading edge devices extend. During retraction, the
sequence is reversed.
A mechanical lock in each actuator prevents retraction of the leading edge devices if System A hydraulic
pressure is lost. With leading edge devices retracted, the leading edge slats are mechanically locked in place.
Leading edge flaps are normally held in place by hydraulic pressure. During a System A loss in flight, air loads
will hold the leading edge flaps retracted.
An alternate system for leading edge device extension is available. Positioning the alternate flaps master
switch ON, closes the leading edge valve to isolate System A hydraulic from the leading edge devices control
valve. This also activates the Standby System pump. Standby System pressure to the leading edge flaps and
slats shutoff valve is confirmed by illumination of the ON light on the Standby System indicator panel.
Positioning either alternate flap switch to DOWN (even momentarily) opens the leading edge flaps and
slats shutoff valve. Standby System pressure powers a hydraulic motor-pump assembly which pressurizes
fluid from the System B reservoir to extend all leading edge devices.
Leading edge devices cannot be retracted by requires normal System A pressure.
A take-off warning sounds if EPR is advanced and the leading edge devices are not in the proper
configuration or takeoff.

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LEADING EDGE FLAP AND SLAT HYDRAULIC SYSTEM

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LEADING EDGE AND SLAT CONTROL VALVE

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