Elevator Control System Schematic
Figure 7
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747-400
MAINTENANCE MANUAL
ELEVATOR ACTUATED
MOTORS
CUTOUT SWITCH
Stabilizer Trim Control System Schematic
Figure 8
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747-400 MAINTENANCE MANUAL
FLAP CONTROL LEVER
FLAP CONTROL UNITS
FLAP LEVER RVDT'S
LE FLAP POWER 13
DRIVE UNIT 12
(TYPICAL) 11
4 OFFSET
10 M M GEARBOX
9
LEADING EDGE
FLAP (TYPICAL) 7 8 M M 3
6 2 FLAP INPUT
M M LEVER
5
4
3
2
1 1 FLAP
1E M M ACTUATOR
PNEUMATIC BLEED AIR
ROTARY SUPPLY
ACTUATOR (TYPICAL)
TORQUE
TUBES
ANGLE (TYPICAL) GEARBOX INBOARD
(TYPICAL) TRANSMISSION FLAP POWER PACKAGE OUTBOARD FLAP POWER PACKAGE
INBOARD FLAP
NOTE: LEFT WING FLAPS SHOWN,
OUTBOARD RIGHT WING FLAPS SIMILAR.
FLAP
Flap Control System Schematic Figure 9
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MAINTENANCE MANUAL
B. Output from the aileron programmers is transmitted mechanically through cables and linkages to a power package located at each aileron. The outboard ailerons are used only for low speed operation and are isolated from the aileron system by outboard aileron lockout mechanisms. The lockout mechanisms are engaged by the stabilizer trim/rudder ratio modules at preset combinations of airspeed and Group A LE flap position. When the Group A LE flaps are retracted and the computed airspeed is above 238 knots (Mach > 0.53), the outboard ailerons are locked out. When the Group A LE flaps leave the full up position or airspeed is below 232 knots (Mach < 0.51), the outboard ailerons move with the inboard ailerons.
C. The five outboard flight spoilers on each wing operate in conjunction with the ailerons. Each spoiler is positioned by a single hydraulically powered flight spoiler power control package. Each power control package contains its own control valve which is positioned mechanically by one of the spoiler differential mechanisms. The left spoiler differential mechanism controls spoilers No. 3, 4 and 5 in the left wing and spoilers No. 8, 9 and 10 in the right wing. The No. 1, 2, 11 and 12 spoilers are controlled by the right differential mechanism. The No. 6 and 7 spoilers are controlled directly by the speed brake sequence mechanism and do not receive input from the spoiler differential mechanism.
D. All six spoilers in each wing can be used as speed brakes and are controlled by the speed brake control lever.
(1)
Only spoilers No. 3 through 10 are used in flight as speed brakes and are actuated first by the speed brake sequence mechanism. Placing the speed brake control lever in the FLIGHT position actuates spoilers No. 3, 4, 9, and 10 to the 45-degree position and spoilers No. 5 through 8 to the 20-degree position. A solenoid-operated stop at the speed brake crank stops the speed brake control lever at the FLIGHT position while the airplane is in the air.
(2)
For ground speed brake operation, spoilers No. 1 through 12 are actuated to the 45-degree position.
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