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control lever is in the ARM position and autospoiler deploy logic is
met. An autospoiler system is installed to automatically extend both
spoilers in order to spoil lift after landing or during an aborted takeoff.
The following CAS illumination is specific to the autospoiler system:
The main gear weight-on-wheels switch circuits are electronically
latched in the “on ground” state once the initial weight-on-wheels signal
is received. This prevents inadvertent spoiler retraction in the event
the airplane should bounce during the ground roll. If either thrust lever
is moved above IDLE while autospoilers are extended, the spoilers will
immediately retract. Flap position has no effect on autospoiler operation
and autospoilers are not operational when EXT or RET is selected.
The spoileron computer receives power from the L ESS BUS for operation
and the spoiler indicating system receives power from the R ESS
BUS. The circuits are protected by “SPLR CTRL” circuit breaker on the
pilot’s circuit breaker panel (FLIGHT group) and the “SPLR IND” circuit
breaker on the copilot’s circuit breaker panel (FLIGHT group).
CAS Color Description
AUTOSPLR ARMED White Autospoilers have been armed.
Pilot’s Manual
PM-126A 5-11
When spoilers are extended or retracted in flight, depending on the
mach number, the configuration trim system automatically applies the
appropriate amount of pitch trim to compensate for the pitching
moment caused by spoiler repositioning.
SPOILERON OPERATION
Spoilerons operate automatically on the ground and in flight to
augment the ailerons whenever either control wheel is turned more
than 5°. Rotation of either control wheel provides a roll input to the
spoileron computer via dual RVDTs inside of the pilot’s control wheel.
The appropriate spoiler, left or right, extends to the commanded angle
for the current conditions (Mach number, airspeed, AP engage and flap
setting) while the other spoiler is commanded stowed. When in the
mixed spoiler and spoileron mode, the spoiler command derived from
the spoiler lever and spoileron command derived from the control
wheel are added to form a composite position command for each
spoiler panel. The spoiler command provides a bias position command
common to both panels while the control wheel RVDTs generate a
differential command. The control wheel inputs command the angular
displacement that exists between the two spoilers regardless of the
amount of spoilers command. Spoileron commands have priority over
spoiler commands.
If the spoilers are extended, and the control wheel is turned right, the
computer mix logic retracts the left spoiler first to give differential necessary
for the roll commanded. If that is not enough differential for the
roll commanded, the computer then extends the right spoiler as
required.
Pilot’s Manual
5-12 PM-126A
SPOILERON (ROLL DISCONNECT MODE OF OPERATION)
Spoilerons provide automatic roll augmentation and backup roll control.
The spoilerons are electrically controlled and hydraulically actuated.
Artificial friction is introduced into the pilot control wheel upon
disconnection from the mechanical aileron system to provide pilot feel
and to preclude the control wheel from free-wheeling. If ailerons become
jammed, the pilot’s control wheel can be disconnected from the
aileron control cables and the copilot’s control wheel. Roll disconnect is
activated with a red lever labeled (ROLL DISC) located on the hub of
the pilot’s control wheel. In addition to mechanically disconnecting the
pilot’s control wheel from the ailerons, activation of the ROLL DISC lever
trips two disconnect switches within the control wheel hub. When
the roll disconnect mode is activated within the spoileron computer, it
outputs a signal for a CAS message to illuminate. When roll disconnect
mode is activated, the autopilot will disengage.
The following CAS illuminations are specific to the spoileron
computer:
The roll disconnect mode provides roll control through RVDT signals
from the pilot’s control wheel to the spoileron computer. This mode is
much the same as the normal spoileron mode but has a different gain
curve relating to control wheel input and panel deflection begins at 1°
movement instead of 5°. Spoileron operation is full time. Anytime either
control wheel is turned more than 5°, there is a differential displacement
of the spoiler surfaces to augment roll control. Spoilers can
be operated in conjunction with the roll disconnect mode the same as
they are with normal spoileron mode. The roll disconnect mode may be
　
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