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MAINTENANCE MANUAL

 B.  With the group A LE flaps fully retracted, the pivot point of the mechanism is aligned with the center of rotation of the aileron control quadrant, point A. In this configuration the quadrant cannot transmit motion. When the flaps leave the full up position the electric actuator repositions the lockout mechanism to separate the pivot points. With these points separated the mechanism will then transmit motion to the aileron power package.
 9.  Outboard Aileron Electric Lockout Actuator
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 A.  The outboard aileron electric lockout actuator provides the input to the aileron lockout mechanism. The actuator consists of a 28-volt dc reversible motor controlled by limit switches within the actuator, and an actuator shaft. During operation the actuator shaft will travel 2 inches between limit switch actuations. The shaft cannot be adjusted. Electrical power to the actuator is provided from the AILERON LOCKOUT circuit breaker on P7 Overhead Circuit Breaker Panel through the SRM's, which located in the main equipment center. The lockout command is computed using the speed inputs from the Digital Air Data Computers (DADC's) and flap position inputs from the Flap Control Units (FCU's).
 10. Operation
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AILERON Aileron Control Hydraulic System Distribution Figure 4
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BOEING PROPRIETARY - Copyright (C) - Unpublished Work - See title page for details.
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MAINTENANCE MANUAL

 A. Functional Description
 (1)  
Aileron control wheels which operate through a maximum travel range of | 89 degrees provide the inputs to the lateral control system (Fig. 1). The wheels are bussed together through a load limiter at the base of the first officer's control column. Cables connected to the control drum at the base of the captain's control column are routed aft along the left side of the fuselage to the left wing gear wheel well. The cables provide the normal input to the lateral control components located in the wheel well. The cables are connected to the trim and feel mechanism which transmits the cable motion to the input lever of the right CLCP (right autopilot). The left CLCP (left autopilot) is connected to the right CLCP (right autopilot) by a force limiting pushrod which normally controls the left CLCP (left autopilot). Output of the CLCPs positions the two spoiler differentials and the two aileron programmers. The programmers are connected by a force limiting pushrod but both are normally positioned by the CLCPs. Output cables from the programmers provide input directly to the inboard aileron power packages, and indirectly to the outboard aileron power packages through the lockout mechanisms.

 (2)  
The inboard aileron power packages provide a total inboard aileron travel range of 20 degrees up and 20 degrees down. A total outboard aileron travel range of 25 degrees up to 15 degrees down is available if the group A LE flaps are not fully retracted or the airspeed is below 232 Knots. The SRMs receive speed inputs from the DADCs and flap position inputs from the FCUs. When the group A LE flaps start to extend or the airspeed gets below 232 Knots, the SRMs activate the electric actuators. The power the SRMs used to activate the electric lockout actuator is from the 7D18 AILERON LOCKOUT circuit breaker on P7 Overhead Circuit Breaker Panel (Fig. 7). The CLCP input positions the lockout mechanism linkage to allow control wheel motion to be transmitted to the aileron power package. When the outboard flaps are retracted, the CLCP repositions the lockout mechanism allowing the aileron cables to move the outboard aileron control quadrant but without transmitting motion to the aileron power package. The right body cables are normally driven by a quadrant assembly positioned by the left CLCP (left autopilot) through a force limiting pushrod. A conventional pushrod connects the left CLCP (left autopilot) input to the CLCP quadrant with a lost motion slot existing at the quadrant connecting point. The right body cables are connected to the control drum in the load limiter at the base of the first
　
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