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Rudder) 10−10−29
FLIGHT CONTROLS
Table of Contents
Vol. 2 10−00−2
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
Page
GENERAL
The Challenger 604 has conventional flight controls organized on an advanced technology airfoil,
and a T-tail configuration empennage. The flight control surfaces are actuated by crew or autopilot
inputs via mechanical connections to hydraulic Power Control Units (PCUs). Artificial control loading
is provided at the individual control columns, control wheel and rudder pedals.
The flight controls may be divided functionally into two categories: Primary and Secondary flight
controls.
Primary Flight Controls
The primary flight controls are the ailerons, elevators and rudder. Each aileron and elevator is
powered by two hydraulic systems. The rudder is powered by all three hydraulic systems.
In the unlikely case of total electrical failure or double-engine failure. ACMP 3B can be electrically
energized directly from the air-driven generator (ADG). This ensures hydraulic power is available
to the flight controls.
Secondary Flight Controls
The secondary flight controls include the trim systems (aileron, rudder and horizontal stabilizer),
flaps, flight spoilers and ground spoilers. The stall protection system (SPS) is also considered a
function of the secondary flight control system.
Flight Control Surfaces
Figure 10−10−1
PRIMARY FLIGHT CONTROLS
Description
The primary flight controls are arranged conventionally, with rudder pedals and a control wheel
and column for both the pilot and copilot. Movement of the cockpit controls is transmitted
mechanically via cable and/or pushrods to the aileron, elevator and rudder power control units
(PCUs), which hydraulically move the control surfaces. Artificial control loading provides tactile
feedback to the pilots at the individual control columns, control wheels and rudder pedals.
FLIGHT CONTROLS
Description
Vol. 2 10−10−1
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
PRIMARY FLIGHT CONTROLS (CONT'D)
Position indicators are located on the EICAS flight control synoptic page. White triangles and
position scales indicate relative deflection of the ailerons, elevators and rudder.
Aileron and elevator flight control surfaces are each powered by two hydraulic systems, and the
rudder is powered by all three systems. Flight control system design ensures that the loss of one
hydraulic system will not prevent the operation of any control surface. Furthermore, should two
hydraulic systems be lost, the remaining hydraulic system is sufficient to maintain safe aircraft
control. Protection against cable jam/failure or PCU jam/failure is also provided for each axis.
Gust damping is provided for all three sets of primary flight controls. When the aircraft is parked
and the hydraulic systems are unpressurized, built-in valves in the ailerons, elevators and rudder
PCUs protect against rapid flight control surface movement
Components and Operation
Ailerons
Lateral (roll) control is provided by ailerons. Two separate control paths are provided from the
pilot’s and copilot’s control wheels. The pilot’s side controls the left aileron and the copilot’s side
controls the right aileron. Movement of both pilot’s and copilot’s controls is simultaneous when
the controls are interconnected (normal operation). Rotating either control wheel activates, via
cables and pulleys, the PCUs (actuators) for the ailerons. Two actuators are used for each for
each aileron. The left aileron PCUs use hydraulic pressure from systems 1 and 3, and the right
aileron PCUs use hydraulic systems 2 and 3. A position transmitter, linked to each aileron,
provides visual indication of the aileron deflection on the EICAS FLIGHT CONTROLS synoptic
page
FLIGHT CONTROLS
Description
Vol. 2 10−10−2
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
PRIMARY FLIGHT CONTROLS (CONT'D)
Roll Control − Schematic
Figure 10−10−2
FLIGHT CONTROLS
Description
Vol. 2 10−10−3
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
PRIMARY FLIGHT CONTROLS (CONT'D)
Aileron Disconnect
In the event of a control cable jam or PCU malfunction, the left and right sides of the aileron
control circuit can be isolated by pulling the ROLL DISCONNECT handle on the center
pedestal. This disengages a locking pin on the interconnect torque tube to isolate the failed
circuit. The aileron on the operable circuit provides roll control at a reduced roll rate. The ROLL
　
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