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Stall Warning Advance 10−10−56
Stall System Pilot Activated Test (On Ground Only) 10−10−57
Stall Protection Computer 10−10−58
Stall Protection Computer Schematic 10−10−59
Stall Protection EICAS Messages 10−10−60
EMS CIRCUIT PROTECTION
CB − Flt Controls System 10−20−1
FLIGHT CONTROLS
TABLE OF CONTENTS
REV 41, Jul 08, 2004 Flight Crew Operating Manual
CSP 700−6
Volume 2
10−00−3
Page
FLIGHT CONTROLS
TABLE OF CONTENTS
Flight Crew Operating Manual REV 41, Jul 08, 2004
CSP 700−6
Volume 2
10−00−4
THIS PAGE INTENTIONALLY LEFT BLANK
PRIMARY FLIGHT CONTROLS
The primary flight controls consists of two separate elevators, two separate ailerons and a single
rudder. The primary flight surfaces are actuated by Power Control Units (PCUs) that are hydraulically
powered and mechanically controlled. Artificial control loading (tactile feedback) is provided at the
control wheels and rudder pedals. Surface positioning is shown on the EICAS FLIGHT CONTROL
synoptic page and trims are shown on the EICAS PRIMARY display.
GF1010_001
AILERON
ELEVATORS
RUDDER
AILERON
Each primary control system consists of cable run circuits connected to quadrants. The quadrants
receive input from primary control command (flight compartment) using control rod assemblies. The
quadrants accept the cable circuit and transmit input to the hydraulically powered primary control
surfaces, using control rods and artificial feel assemblies.
Automatic pitch and roll disconnects are provided to allow control of one side of the pitch or roll
circuit, in the event of a jam. The roll disconnect mechanism allows the flight crew to isolate the left
and right control wheel and cable system from each other. Roll disconnect separates the control
wheel interconnect (torque tube) system. Single side roll control is then available (either left or right
aileron) using the operable wheel path, with full spoiler control.
Pitch disconnect allows the flight crew to isolate the left and right control column and cable system
from each other. Pitch disconnect separates the control column interconnect (torque tube) system.
Single side pitch control is then available (either left or right elevator) using the operable control
column path.
The rudder uses cable split quadrants to dualize the cable paths in the engine turbine burst zone.
This method protects the system from loss of pedal commanded rudder control, during a rotor burst
event.
Flutter damping for the primary flight controls is provided through the PCUs internal operation.
Ground gust damping (gust locks) are provided through PCUs on the elevators, ailerons and rudder.
The PCUs provide a hydraulic lock for gust damping, when the hydraulic systems are depressurized.
FLIGHT CONTROLS
REV 41, Jul 08, 2004 Flight Crew Operating Manual
CSP 700−6
Volume 2
10−10−1
SECONDARY FLIGHT CONTROLS
The secondary flight controls consist of the flap/slat system, multifunction
spoilers, ground spoilers
and various trim systems.
The electrical flight control system is built around two identical digital computer units referred to as
Flight Control Units (FCUs). The FCUs control and monitor the following systems: multifunctional
spoilers, ground spoilers, horizontal stabilizer trim, pitch feel and rudder travel limiting.
GF1010_002
MULTI−FUNCTION
SPOILERS (4 PER
WING)
(2 PER WING)
SLATS (4 PER
GROUND SPOILERS
WING)
STABILIZER
FLAPS
(3 PER WING)
SPOILER SYSTEM
Eight multifunctional
spoiler panels are electrically controlled and hydraulically actuated by a single
PCU on each surface. The multifunction
spoilers are used for in flight operation as roll assistance,
symmetrically for proportional lift dump and on ground for ground lift dumping.
Four ground spoiler panels are electrically controlled and hydraulically actuated by a single actuator
on each surface and are used for ground lift dumping only.
TRIM CONTROL
Lateral trim is accomplished by a dual position switch in the centre pedestal that operates an electric
trim actuator at the aft quadrant/aileron artificial feel units. The lateral trim will cause rotation of the
control wheel neutral position.
Directional trim is achieved by a single rotary switch in the centre pedestal that operates an electric
trim actuator at the summing unit in the vertical fin. Directional trim is summed into the pilot pedal
command and no pedal displacement occurs.
Longitudinal trim is achieved by inputs from autopilot, mach trim and switches on the pilot’s control
　
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