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Systems fail, the flight controls revert to manual operation. Pulling the FLIGHT POWER
SHUTOFF handle will shut off hydraulic pressure to the ailerons, flight spoilers, elevators
and rudder.
Although the airplane has been demonstrated capable of safe operation at speeds up to
VMO / MMO when operating in the manual reversion mode, it is recommended that
airspeed be maintained below 250 KCAS and altitude below 25,000 ft, if practical, in
order to avoid airplane control difficulties due to high control forces and corresponding
slow airplane response. Flight attitude changes (pitch, roll and yaw) should be held to
minimum angles consistent with safe flight.
Turns and evasive maneuvers must be anticipated with sufficient time to allow for slow
airplane response. If either the Combined or Flight Hydraulic System fails in flight, it is
recommended that speed and altitude be adjusted to 250 KCAS and 25,000 feet,
respectively, as soon as practicable.
CAUTION
DO NOT PULL THE FLIGHT POWER SHUTOFF
HANDLE WITH SPEED BRAKES EXTENDED, AS
ASYMMETRIC SPOILER BLOWDOWN MAY CAUSE
AIRPLANE ROLL. SHOULD THE FLIGHT POWER
SHUTOFF HANDLE INADVERTENTLY BE PULLED
WITH SPEED BRAKES EXTENDED, IMMEDIATELY
MOVE THE SPEED BRAKE HANDLE TO THE FULL
RETRACTED POSITION.
NOTE:
During approach to landing, a red GND SPOILER
warning message may be displayed on CAS during
flap extension. This is due to “floating” of spoilers and
is considered normal.
If turbulence is encountered, a slow, but damped, “dutch roll” motion can be anticipated.
Pilot control inputs can also induce this motion, thus smooth control force application is
recommended. For landing in manual mode, the control forces will be high and control
authority limited. It is recommended that a long runway into the wind be utilized. A wide,
power-on pattern with 20° flaps is recommended. Landings with flaps DOWN (39°) have
not been demonstrated and are not recommended. After touchdown, if hydraulic
pressure is available, maintain directional control with brakes and nose wheel steering.
For the situations presented in this section, disengage the autopilot and autothrottle, then
take appropriate action as noted in the procedure. Ensure the speed brakes are
retracted. Select the yaw damper off before selecting manual flight control operation, to
ensure electric pitch trim will be available while in manual reversion.
OPERATING MANUAL
EXPANDED ABNORMAL / EMERGENCY PROCEDURES 05-15-00
Page 1
May 31/00
Revision 0
05-15-20: Flight Control Runaway To Hardover Position
RUDDER CONTROL (YAW):
1. FLIGHT POWER SHUTOFF Handle.............................................................PULL
AILERON CONTROL (ROLL):
2. GND SPOILER CAS Message ..................................................................CHECK
IF MESSAGE IS EXTINGUISHED:
3. FLIGHT POWER SHUTOFF Handle.............................................................PULL
ELEVATOR CONTROL (PITCH):
4. Electric Pitch Trim / Stall Barrier ............................................................CHECK
IF ELECTRIC PITCH TRIM / STALL BARRIER IS NOT THE PROBLEM:
5. FLIGHT POWER SHUTOFF Handle.............................................................PULL
05-15-30: Immovable Flight Controls
RUDDER CONTROL (YAW):
1. FLIGHT POWER SHUTOFF Handle...........DO NOT PULL UNLESS COUPLED
WITH A SINGLE ENGINE EMERGENCY
AILERON CONTROL (ROLL):
2. FLIGHT POWER SHUTOFF Handle.............................................................PULL
ELEVATOR CONTROL (PITCH):
3. FLIGHT POWER SHUTOFF Handle.............................................................PULL
NOTE:
Use only lateral and longitudinal trim after pulling
FLIGHT POWER SHUTOFF handle. Disengage yaw
damper. Return directional trim to neutral prior to
restoring boost to flight controls. If control is not
regained in manual mode, return hydraulic boost to
flight controls.
NOTE:
If yaw damper disengages as a result of pulling
FLIGHT POWER SHUTOFF handle, do not attempt to
reengage it until hydraulic pressure has been restored
to flight controls.
05-15-40: Stall Barrier Malfunction
STALL BARRIER 1-2 (AMBER)
Malfunctions of the stall barrier (control column pusher) system have been demonstrated
throughout the flight envelope. Negative acceleration resulting from unwanted control
column push has never exceeded an increment of one (1) g, which is well within the
structural envelope of the airplane. Altitude loss is minimal, providing prompt recovery
action is initiated by the pilot. If necessary, a stall barrier malfunction can be readily
　
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