4E- 10 1
SE C TIO N IV
HYDRAULICS
4 -O
4 E-1 0 1
SEC TION
IV HY DRA ULICS
TABLEOF CONTENTS
Chapter 1
Hydraulic Systems
C ha p ter 2
P rimary Flight Co n t ro ls
C ha p ter 3
S econdaryFlight Co n t ro ls
Ch a p ter 4
Landing Gear
Chapter 5
Brake Systems
Chapter 5
Cargo Door and RampSystem
Ch a p t e r 1
HYDRAULICSYSTEMS
I n tr od u cti on
The C - 141 hydrau'lic system cons is t s o f s e p a ra t e a n d f u n c t io n a lly in d e p e n d e n t
syste m s designated as: systems No . I , 2 , 3 ,
a n d e me rg e n c yn o s e la n d in g g e a r
exten sio n system.
Ea ch system is divided into a h y d ra u lic p o we r s y s t e m a n d s y s t e m c o mp o n en t st o
w hich p r essure is delivered. MI L -H-8 3 2 8 2t y p e f lu id is u s b d . E a c h o f t h e
hyd r a u lic systems has a servic e c e n t e r wh e re t h e h y d ra u lic re s e rv o irs a re
I o ca ted .
Th e hyd r aulic systems'controls a n d in d ic a t io n s a re lo c a t e d o n t h e lo we r l e f t
co r n e r o f the flight engineer' s u p p e r p a n e l a n d p ilo t rs o v e rh e a dc o n t ro l p a n e 1 .
Eng in e - Driven P umps. (Figures 4 -Z t h ru 4 -4 )
Fl ow capacities for one engine -d riv e n p u mp , b a s e d o n 9 0 %v o lu me t ric e f f ic i e n c y ,
are:
Takeoff
23.5 GPM
Crui se
2T GPM
Idl e
12.3 GPM
Pum pdisplacement begins to dec re a s e ra p id ly a t 2 , 8 0 0 p s i a n d c o n t in u e s to
de cr e a se until a system operat in g p re s s u re o f 3 , 0 0 0 p s i is re a c h e d . A t 3, 0 0 0
psi, th e pumpdisplacement is z e ro .
The he a r t of the pumpis a revo lv in g c y lin d e r b a rre l c o n t a in f n g n in e p is t on s .
By m ea n sof a hold-downplate a n d h y d ra u ' lic a lly b a la n c e d s h o e s l t t , " p is t on s a r e
sup p o r ted on an inclined cam (wo b b le ) p la t e wh ic h c a u s e s t h e m t o re c ip ro c a t e a s
the b a r r el revolves. V arying t h e a n g le o f t h e c a m p ' la t e c h a n g e st h e d is p] a c e m e n t
of the pump. B y regulating the f lo w, a p re d e t e rmin e dp re s s u re c a n b e mai n t a i n e d .
4:!
Th e r e se r voir is in the No. 1 serv ic e c e n t e r lo c a t e d o n t h e rig h t wa 1 1 o f t h e
ca r g o com partmentat the center win g s e c t io n . T h e f lu id c a p a c it y is 2 . 4 U S
g a llo n s an d it can be serviced in f ' lig h t .
A s ig h t g a g e o n t h e s id e o f t h e
r ese r vo ir is calibrated full and re f ill f o r z e ro p s i a n d 3 , 0 0 0 p s i c o n d it jo n s .
Th e r e se r voir is nonpressurizeda n d v e n t e d t o a v e n t b o x , a n d v e n t s t h ro u g h a
filter to the cargo compartmen t . B a f f lin g o n t h e in s id e p re v e n t s d ire c t f low
o f flu id from the system return t o t h e o u t le t p o rt o n t h e b o t t o m o f t h e re se r vo ir .
Th is prevents foaming by s e p a ra t in g a ir f ro m f lu id a n d a id s in c o o li n g
o f the flu id.
El ectr i c- D riven S uction B oost P ump (F ig u re 4 -5 )
The su cti on boost pumplocated b e lo w t h e re s e rv o ir c o n s is t s o f a h o u s in g , c e n tr i fu g a l fmpeller and 115-vo1t,3 -p h a s e A C e le c t ric mo t o r. T h e p u mpis d riv e n
a t a co n stant speed and is contro lle d b y a 2 8 -v o lt DC s wit c h o n t h e h y d ra ul i c
system s' control and indicator pa n e l. I t is n o rma lly t u rn e d o n b e f o re e n gi n e
star t a n d remains on until after e n g in e s h u t d o wn .
The su cti on boost pumpprovides a c o n s t a n t f lo w o f f lu id f ro m t h e re s e rv o ir t o
th e i nle t port of the engine-dri v e n p u mp s . T h e p re s s u re ra n g e o f t h e s u c t i o n
p u m p i s 80 -100 psi. Cooling and lu b ric a t io n o f t h e b o o s t p u mpa re e n s u re d b y a
byp a ss l i ne routed from the pum p ' s o u t le t p o rt t o t h e re s e rv o ir.
Su ctfo n Boost P umpLow P ressure Wa rn in g S wf t c h
Th e 1 o w pr essure 28-volt DC warnin g s wit c h is c o n n e c t e dt o t h e s u c t f o n lin e
be lo w th e suction boost pump. T h e Y e llo w P RE S SL 0 l^wa
l rn in g lig h t lo c a t e d on t h e
hyd r a u 'lic systems' control panel will b e o u t wh e n s u c t io n lin e p re s s u re is w i t h i n
op e r a ti ng range, and will comeon wh e n p re s s u re d ro p s b e lo w a p p ro x ima t e ly 25 p s i .
Gr o u n dTest Connections
Tw o g r o u n d test connections (suc t io n a n d p re s s u re ) a re lo c a t e d in t h e f o rwar d
in b o a r d p o rtion of the right gear p o d f o r a h y d ra u lic g ro u n d t e s t s t a n d .
Pr i m i ng C heckV alve
The pr im in g check valve downstrea mo f t h e s u c t io n b o o s t p u mpp re v e n t s f lu id
sip h o n in g when a componentis re mo v e d . I t a ls o p re v e n t s g ra v it y f lo w o f f lu i d
ba ck to the reservoir when the s y s t e m f s t u rn e d o f f .
T h is e n s u re s t h a t lu b r i cati ng flu id will be available a t t h e e n g in e p u mpf o r t h e n e x t s t a rt .
Supply Shutoff
Valves
(Figures
4-8, 4-9)
The motor-operated gate-type shutoff valves in e a c h e n g in e -d riv e n p u mps u p p l y
line controls fluid flow to each individual e n g ' in e -d riv e n p u mp .
4-2
4E- 10 1
The valves, mountedin the wing le a d in g e d g e a b o v e No . 3 a n d No . 4 e n g in e p y l o n s ,
ar e con trolled by the E NGV A L V Es wit c h o n t h e f lig h t e n g in e e r' s h y d ra u lic c o n t r o l
pa n e l and is normal'ly open. It c a n b e c lo s e d b y t h re e d if f e re n t me a n s : ( 1 )
The EN GVA LV Eswitch, (2) Fire e me rg e n c yh a n d le , o r (3 ) Ma n u a lly p o s it io n i n g
th e po wer-off lever on the sid e o f t h e v a lv e . T h is le v e r is f o r g ro u n d m a i n t e n a n ce o nly; it cannot be reache d in f lig h t .
Circ u it p ro t e c t io n a n d p o wer c o m e s
fr om the Isolated DC bus.
En g in e - Driven P re,ssureP umps
Tw o en g ine-driven, variable-vo 1 u me , n in e -p is t o n , h ig h -p re s s u re p u mp sa re m o u n t e d
on th e accessory gear box driv e o n e n g in e s No . 3 a n d No . 4 . T h e p u mp sa r e
con n e cted in parallel and prov id e h y d ra u lf c re q u ire me n t s f o r s y s t e m No . 1.
The com pensatorwithin the pump sre g u la t e s t h e p re s s u re a n d v o lu me d e p e n d i n go n
syste m r equirements. Normal pre s s u re is 3 , 0 0 0 t 1 5 0 p s i, wit h a ma x imum
pnessure
3,40 0 psi for each pump. The p u mp sa re lu b ric a t e d in t e rn a lly b y a c a s e d r a i n
r etur n s ystem in the normal m o d eo f o p e ra t io n , a n d b y a ru n -a ro u n d s y s t e m w h e n
th e pu m psare isolated. A one wa y c h e c k v a lv e f o r t h e ru n -a ro u n d s y s t e m o f f s e t s
psi.
at 2 '8
H i gh Pr essure Filters
(Figure 4 -I 2 )
H i gh pr e ssure filters are fnst a lle d d o wn s t re a mo f t h e e n g in e -d riv e n p u mpso n
th e r i gh t side of the engine f a n s e c t io n , t o p re v e n t c o n t a min a n t sp a s s in g
fr o m th e pumpsinto the system.
Sho u ld the filter element beco meo b s t ru c t e d , a p re s s u re d ro p a c ro s s t h e f i l t e r
w i l l occur. If the pressure dro p re a c h e s a p p ro x ima t e ly 7 0 p s id , a re d (c l o g g e d
filter )
indicator extends from t h e t o p o f t h e f ilt e r b o d y , in d ic a t in g t h e f i l t e r
m u st be removedand c'leanedas s o o n a s p o s s ib le . T h e re is n o b y p a s s re lief
va lve i n the high pressure filt e rs .
A n id e n t ic a l t y p e f ilt e r is in s t a lle d i n
the p r e ssure side of the groun d t e s t c o n n e c t jo n lo c a t e d in t h e f o rwa rd inb o a r d
si de o f the right gear pod.
Re tur n F i Iter
The r eturn line fi'lter, located ju s t a f t o f t h e re s e rv o ir, f f lt e rs t h e f ' l u i d
b e for e i t enters the reservoir. S h o u ld t h e f i' lt e r e le me n t b e c o mec o n t a m i n a t e d ,
a p r e ssure drop across the filt e r o c c u rs . I f t h e p re s s u re d ro p re a c h e s 70 p s i d ,
a r ed ( clogged filter)
indicat o r e x t e n d s f ro m t h e t o p o f t h e f i' lt e r b o d y. S h o u l d
th e e le ment becomeso dirty th a t t h e p re s s u re d ro p re a c h e s 1 0 0 p s id , a n i n t e r n a l
r e lie f o r bypass valve will ope n a n d a llo w re t u rn f ' lu id t o e n t e r t h e re s er v o i r
u n fi 'l te r ed. A ny time the indic a t o r is e x t e n d e d , t h e f i' lt e r e le me n t mu s t b e
r e m o ve d, and replaced as soon a s p o s s ib le .
4- 3
4 E-10 1
C ase D r ain Return Filter
Th e case drain return filter is in s t a lle d in t h e c a s e d ra in re t u rn lin e b e l o w
th e syste m return filter.
This f ilt e r is id e n t ic a l t o t h e s y s t e m re t u rn f il t e r ,
w i th th e exception of the size an d f lo w v o lu me . T h e re d (c lo g g e d f ilt e r)
indicaton extends when pressure drop a c ro s s t h e f ilt e r re a c h e s 2 8 p s id a n d t h e b y p a ss op e n s at 40 psid.
Pu m pPr e ssure S hutoff V alves (F ig u re 4 -9 )
Th e sole n oid actuated valves are in s t a ' lle d in e a c h p u mpp re s s u re lin e in t h e
win g 'le a d ing edge above No. 3 an d No . 4 e n g in e p y lo n s . T h e y a re s p rin g -lo a d e d
o p e n a n d e lectrically closed, an d t h e y a re c o n t ro lle d b y t h e E NGV A L V Es wit c h e s
o n th e flig ht engineer's panel a n d c a n a ls o b e CL O S EbDy p u llin g t h e e me rg e n c y
fi r e ha n d les. They are normally o p e n . Circ u it p ro t e c t io n a n d p o we r c o me sf r o m
th e Iso la ted DC bus.
Eng in e Pu mpLow P ressure Warning S wit c h
Th e l ow p r essure warning switch is lo c a t e d a b o v e e a c h re s p e c t iv e e n g in e p o d i n
th e win g l eading edge, downstre a mo f t h e p re s s u re s h u t o f f v a lv e . T h e s wit c h i s
se t a t 1 ,350 psi and operates a y e llo w P RE S S
L O Wlig h t o n t h e f l' ig h t e n g in ee r ' s
h yd r a u 'lic control pane'|. The ligh t re ma in s o f f a s lo n g a s p re s s u re is wit hi n
op e r a ti ng range, and will come0 N wh e n p re s s u re d ro p s b e lo w 1 , 3 5 0 t 1 5 0 p s i .
Isola ti on CheckV alve
A che ck va lve is located in the le a d in g e d g e o f t h e win g , d o wn s t re a mo f t h e p u m p
lo w p r e ssure warning switch. Its p u rp o s e is t o p re v e n t re v e rs e f lo w t h ro u gh a n
in o p e r a ti ve pumpand prevent the p re s s u re s wit c h o n o n e e n g in e f ro m b e in g
a ctua ted when the engine is'not o p e ra t in g .
Pr e ssu r e Transmitter
Th e p r e ssure transmitter is a bo u rd o n -t u b et y p e lo c a t e d in t h e s e rv ic e c e nt e r .
It o p e r a tes a 26-volt A C pressur e g a g e o n t h e f lig h t e n g in e e rrs h y d ra u lic c o n tr ol p a n e 1. The pressure gage is c a lib ra t e d in in c re me n t s o f 2 5 0 p s i f ro m 0 t o
4,00 0 p si. There is also a direc t re a d in g p re s s u re g a g e lo c a t e d in t h e s e r v i c e
ce n ter in the cargo compartmen t .
Syste mR elief V alve
The r e lie f valve is located in the s e rv ic e c e n t e r t o p ro t e c t t h e s y s t e m f ro m
exce ssive pressure in the event t h e e n g in e -d riv e n p u mp sf a i' l t o c o mp e n s a t e . 0 n e
po r t of the valve is connectedto s y s t e m p re s s u re a n d o n e t o re t u rn . S h o ul d
pr e ssu r e r each 3,560 psi, the va lv e will o p e n a n d p u mpo u t p u t wi' ll f lo w b a c k to
th e r e se r voir. Once this valve is o p e n , p re s s u re mu s t d ro p t o a p p ro x ima t e l y
3,15 0 psi before it will reseat.
4-4
4E- 10 1
Hyd r a u lic S ystemNo. 1 P ress u re Us a g e
Hyd r a u 'lic S ystemNo. 1 supp'lie s p re s s u re t o :
1.
2.
3.
Ai I erons
Elevators
Ru dder
H ydr a ulic S ystemNo. 2
R ese r voir
The r eservoir is in the No. 2 s e rv ic e c e n t e r lo c a t e d o n t h e le f t wa ll of t h e
ca r g o compartmentnear the cen t e r win g s e c t io n , a n d c a n b e s e rv ic e d in fl i g h t .
The flu id capacity is 4.2 US g a llo n s wit h la n d in g g e a r d o wn , a n d 5 . 0 US g a l l o n s
with g ear up. W henthe landin g g e a r is in t h e UP p o s it io n , t h e f lu id lev e l
will b e above the filler nec k . A s ig h t g a g e o n t h e s id e o f t h e re s e rv oi r i s
ca l'ib r ated FULLLG UP , FULLLG DN, RE F I L LL G UP , a n d RE F I L LL G DN.
Th e r eservoir is nonpressuri z e da n d v e n t e d t o a v e n t b o x a n d v e n t s t h ro u g h a
filter to the cargo compartme n t . I t a ls o h a s a d u a l c h e c k v a lv e t o p re v e n t
ove r fl ow of fluid in the eve n t t h e re s e rv o ir o v e rf ills d u rin g g ro u n d c he c k o u t
wh e n No. 2 and No. 3 hydraulic s y s t e ms a re in t e rc o n n e c t e d . T h e c h e c k v al v e a l s o
p e r m its fast escape of air th ro u g h t h e v e n t wh e n t h e la n d in g g e a r is in t r a v e l
to the UP position. The rese rv o ir h a s b a f f lin g o n t h e in s id e t o p re v e n t d i r e c t
fl ow of fluid from the system re t u rn t o t h e o u t le t p o rt . T h is p re v e n t s f o a m i n g
by sep arating the air from th e f lu id a n d a id s in c o o lin g o f t h e f lu id .
Ele ctr i c-Driven S uction B oos t P u mp (F ig u re 4 -5 )
Th e su ctfon boost pumpis loc a t e d b e lo w t h e re s e rv o ir. I t c o n s is t s o f a h o u s i ng , centrifugaf impe'lIer and 1 1 5 -v o lt 3 -p h a s e A C e le c t ric mo t o r. T h e pu m pi s
d r ive n at a constant speed an d c o n t ro lle d b y a 2 8 -v o lt DC s wit c h o n t h e h y d r a u 1ic systems' control pane1. I t is n o rma lly t u rn e d o n b e f o re e n g in e s t a r t a n d
r em a in s on until after engine s h u t d o wn .
Th e suction boost pumpprovide s a c o n s t a n t f lo w o f f lu id f ro m t h e re s e rvo i r t o
the i nlet port of the engine -d riv e n p re s s u re p u mp s . T h e s u p p ly p re s s u r e r a n g e
o f the suction pumpis 80-100 p s i. Co o lin g a n d lu b ric a t io n o f t h e b o o s t p u m p
a r e e n sured by a bypass line ro u t e d f ro m t h e p u mp ' s o u t le t p o rt t o t h e r e s e r v o i r .
H ydr a u lic-Driven S uction B oo s t P u mp (F ig u re s 4 -5 t h ru 4 -7 )
The hydraulic motor-driven su c t io n b o o s t p u mpis mo u n t e dt o t h e b o t t o m of t h e
r e se r voir. The motor consist s o f a n ' in e -p is t o n a s s e mb lywh ic h d riv e s a v a n e type suction boost pump. The re is n o 0 N-0 F Fc o n t ro l s wit c h f o r t h e mo to r ; f t
w i l l o perate anytime the No. 2 s y s t e m is p re s s u riz e d . I t a s s is t s t h e e l e c t r i c dr ive n suction boost pumpdurin g p e a k lo a d s a n d t a k e s o v e r if t h e e le c t r i c dr ive n suction boost pumpfails .
T h e re is n o in d iv id u a l in d ic a t o r lig h t o n
the hydraulic systems'contro ' l p a n e ' l f o r t h e h y d ra u lic -d riv e n s u c t io n b oo s t
pu m p . It uses tlie same'lowp re s s u re wa rn in g s y s t e m a s t h e e le c t ric -d riv en
su cti on boost pump.
4 -5
4E- 10 1
Wh e nthe pr essure from the engine -d riv e n p re s s u re p u mpre a c h e s a p p ro x ima t e l y
50 0 psi, the hydraulic motor sectio n o f t h e p u mpb e g in s t o t u rn t h e b o o s t
se cti on , a n d flow starts toward th e in le t s id e o f t h e e n g in e -d riv e n p u mp . As
f l ow d e cr e ases, pressure increase s u n t il t h e p re s s u re is a p p ro x ima t e ly 8 0 -1 00
psi. As sys tem demandcauses a f1 o w, t h e p re s s u re is d e c re a s e da n d t h e c y c 'l e
star ts a g a in.
Gr o u n dTest Connections
Tw o g r o u n d test connections (suctio n a n d p re s s u re ) a re lo c a t e d o n t h e f u s e la g e
skfn in sid e the left gear pod for a h y d ra u lic g ro u n d t e s t s t a n d .
H ydr a u lic Sy stemNo.2 P ressure Us a g e
H ydr a u lic Sy stemNo. 2 supplies p re s s u re t o :
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11 .
12 .
Ai I e r o ns
Ele va tors
Ru d d e r
Pi tch trim
La n d ing gear
N ose wheel steering
N or m a l brakes
Emergencygenerator
l'/ing f l aps
Win g spoi'lers & spoi 1er cab' le s e rv o
Ai r r efuel i ng s1ipway door
Air r efueling receptacle latch e s
P r im fng C heckV alve
T he pr im in g check valve downstrea mo f t h e s u c t io n b o o s t p u mpp re v e n t s f lu id
s fp h o n in g when a componentis remo v e d . I t a ls o p re v e n t s g ra v it y f lo w o f f lu i d
T h is e n s u re s t h a t lu b r i ba ck to th e reservoir when the sy s t e m is t u rn e d o f f .
ca ti ng fl uid will be available at t h e e n g in e p u mpf o r t h e n e x t s t a rt .
Su cti on Bo ost P umpLow P ressure W a rn in g S wit c h
T he l ow pr e ssure 28-volt DC warni n g s wit c h is c o n n e c t e dt o t h e s u c t jo n lin e
b e lo w th e suctjon boost pump. Th e y e 1 lo w P RE S SL 0 f ' /wa rn in g lig h t lo c a t e d o n
t he flig h t engineer's hydraulic s y s t e ms c o n t ro l p a n e l will b e o u t wh e n s u c t 'i o n
l in e pr e ssu re is within operating ra n g e , a n d wi' l' l c o me0 N wh e n p re s s u re d ro ps
b e lo w 25 psf.
Sup p ly Sh u toff V alves
T he m o tor - o perated gate-type shuto f f v a lv e s in e a c h e n g in e -d riv e n p u mps u p pl y
l in e co n tr o'l fluid flow to each in d iv id u a l e n g in e -d riv e n p u mp .
4- 6
4 E- 10 1
Th e valves, mountedin the win g le a d in g e d g e a b o v e No . 1 & No . 2 e n g in e p y l o n ,
s wit c h o n t h e f lig h t e n g in e e rrs h y d ra u' l i c c o n ar e con trolled by the E NGV A LV E S
tr o l pa nel and are normally o p e n . T h e v a lv e s c a n b e c lo s e d b y t h re e d if fe r e n t
m e a n s: (1) The control swit c h , (2 ) f jre e me rg e n c yh a n d le , o r (3 ) ma n ua l l y
po siti oning the power-off lev e r o n t h e s id e o f t h e v a lv e . T h is le v e r is f o r
gr o u n d maintenanceonly; it c a n n o t b e re a c h e d in f lig h t .
Cjrc u it p ro t e ct i o n a n d
po we r comefrom the Isolated DC b u s .
Eng in e - Driven P ressure P umps
Tw o e n g ine-driven, variable-volu me , n in e -p is t o n h ig h -p re s s u re p u mp sa re m o u n t e d
on th e accessory gear box driv e o f e n g in e s No . 1 a n d No . 2 . T h e p u mp sa r e c o n n e cted in para'|1el and provide h y d ra u lic re q u ire me n t s f o r s y s t e m No . 2 .
The co mpensatorwithin the pu mp sre g u la t e s p re s s u re a n d v o lu me d e p e n d ingo n
pressure
system requirements. Normal p re s s u re ' is 3 , 0 0 0 t 1 5 0 p s i, wit h ma x imu m
3,40 0 psi for each pump.
Pum plu brication for number2 s y s t e m is id e n t ic a l t o n u mb e r1 s y s t e m.
Pum pPr essure S hutoff V alves
This i s a solenoid actuated v a lv e , in s t a lle d in e a c h p u mpp re s s u re lin e i n t h e
win g l eading edge above No. 1 a n d No . 2 e n g in e p y ' lo n s . I t is s p rin g -lo a d e d
s wit c h o n t h e
op e n an d electrical'ly closed, a n d is c o n t ro lle d b y t h e E NGV A L V E S
h yd r a u lic systems' indicator p a n e 1 , a n d c a n a ls o b e CL O S EbDy p u 1 ' lin g t h e e m e r ge n cy fire handles. Circuit p ro t e c t io n a n d p o we r c o mef ro m t h e I s o la t e d D C b u s .
Eng in e PumpLow P ressure W arnin g S wit c h
The l ow pressure warning swit c h ' is lo c a t e d a b o v e e a c h re s p e c t iv e e n g in e p y l o n
i n th e wing'leading edge, down s t re a mo f t h e p re s s u re s h u t o f f v a lv e . T h e s w i t c h
i s set at 1,350 psi and opera t e s a p u mpP RE S S
L O I 'yJe 1 1 o wlig h t o n t h e h y d r a u l i c
system s'control and indicator p a n e ' |. T h e ' lig h t re ma in s o f f a s lo n g a s p r e s s u r e
i s within operating range, an d will c o me0 N wh e n p re s s u re d ro p s b e lo w o p e r a t i n g
range.
Iso la ti on CheckV alves
A che ck va'lve is located in the le a d in g e d g e o f t h e wf n g , d o wn s t re a mo f t h e
p u m p 1o w pressure warning swi t c h . I t s p u rp o s e is t o p re v e n t re v e rs e f lo w t o
an i no p erative pumpand preve n t t h e p re s s u re s wit c h o n o n e e n g in e f ro m b e i n g
actua ted when the engine is n o t o p e ra t in g .
Pr e ssu r e Transmitter
The pr e ssure transmitter is a b o u rd o n -t . u b et y p e lo c a t e d in t h e s e rv ic e c e n t e r .
It op e r ates a 26-volt A C pres s u re g a g e o n t h e h y d ra u lic s y s t e ms r c o n t ro l a n d
in d ica tor pane'|. The pressure g a g e is c a 1 ib ra t e d in in c re me n t s o f 2 5 0 p s i f r o m
4-7
4E- 10 1
0 to 4 ,00 0 psi. There is a direct -re a d ' in g p re s s u re g a g e lo c a t e d in t h e s e rv i c e
c en ter i n the cargo compartment .
S ystem Re lief V alve
T he r elie f valve is located fn the s e rv ic e c e n t e r t o p ro t e c t t h e s y s t e m f ro m
exce ssive pressure in the event t h e e n g in e -d riv e n p u mp sf a il t o c o mp e n s a t e .
On e p o r t o f the valve is connecte dt o s y s t e m p re s s u re a n d o n e t o re t u rn . Sh o u l d
pr essu r e r each 3,550 psi, the val v e is o p e n a n d p u mpo u t p u t will f lo w b a c k to t h e
rese r vo ir . 0nce this valve is op e n , p re s s u re mu s t d ro p t o a p p ro x ima t e ly 3 , 15 0 p s i
be for e it will reseat.
H i gh Pr essure Filters
H i gh pr e ssure filters are installe d d o wn s t re a mo f t h e e n g in e -d riv e n p u mp so n
th e r ig h t side of the engine fan s e c t io n , t o p re v e n t c o n t a min a n t s f ro m p a s s ' i n g
fr om the pumpsinto the system.
Sh o u ld th e filter element becomeo b s t ru c t e d , a p re s s u re d ro p a c ro s s t h e f ilt er
wi 'l 'l occu r . If the pressure drop re a c h e s a p p ro x ima t e ly 7 0 p s id , a re d (c lo gg e d
filten ) in d icator extends from the t o p o f t h e f ilt e r b o d y , in d ic a t in g t h e f il t e r
m ust be r e mo,ved
and replaced as s o o n a s p o s s ib ' le . T h e re is n o b y p a s s re lie f
va lve .pr o vfded in the high pressure f ilt e rs .
Retur n Fi 'l ters
The r etur n line filter,'located
f o rwa rd o f t h e s y s t e m re s e rv o ir, f ilt e rs t h e
flu id be for e it enters the reservo ir. S h o u ld t h e f f lt e r e le me n t b e c o mec o n t a m i nated , a pr essure drop across the f ilt e r o c c u rs . I f t h e p re s s u re d ro p re a c h e s
70 psid , a red (clogged filter)
in d ic a t o r e x t e n d s f ro m t h e t o p o f t h e f ilt e r
bo d y. Sh o uld the element becomes o d irt y t h a t t h e p re s s u re d ro p re a c h e s 1 0 0
psi d, an in ternal relief or bypas s v a lv e will o p e n a n d a llo w re t u rn f lu id t o
en ter th e r eservoir unfiltered.
A n y t ime t h e in d ic a t o r is e x t e n d e d , t h e f ilt er
ele m e n t m ust be removedand repla c e d a s s o o n a s p o s s ib le .
Case D r ain Return Filter
T he case dr ain return filter is'lo c a t e d ju s t f o n wa rd o f t h e re s e rv o ir. T h is
fi l te r fs i dentfcal to the system re t u rn f ilt e rs wit h t h e e x c e p t io n o f t h e s i z e
and flo w volume. The red (clogged f ilt e r)
in d ic a t o r e x t e n d s wh e n p re s s u re d r o p
acr oss th e filter reaches 28 psid a n d t h e b y p a s s o p e n s a t 4 0 p s id .
Hyd r a u lic SystemNo.3
Rese r vo ri
T h e r e se r voir is in the No. 3 serv f c e c e n t e r f o rwa rd o f s y s t e m No . 2 re s e rv o i r ,
on the l eft wall of the cargo com p a rt me n t . T h e f lu id c a p a c it y is 4 . 8 US g a l ' l o n s
an d i t ca n be serviced in flight.
A s ig h t g a g e o n t h e s id e o f t h e re s e rv o ir i s
4:8
4E-101
ca 'lib r ated 0-P S I FULL, 0-P S I RE F I L L , 3 , 0 0 0 -P S I F UL L , 3 , 0 0 0 -P S I RE F I L L . S e r v i c e
in str uctions are placarded on t h e re s e rv o ir.
Th e r e servoir is nonpressuriz e da n d v e n t e d t o a v e n t b o x s h a re d wit h Hy d S y s
No . 2 and vents through a fi'lt e r t o t h e c a rg o c o mp a rt me n t . B a f f lin g s on t h e
i nsid e prevents direct flow of f lu id f ro m t h e s y s t e m re t u rn t o t h e o u t le t p o r t ,
th e sa meas No. 1 and No. 2 s y s t e ms ' re s e rv o irs .
Ele ctr i c Motor-Driven P umps (F ig u re 4 -1 0 )
high -p re s s u re , v a ria b le -v o lu me p u mp s , in c lu d in g t h e
Two e le ctrically-driven,
i m pe ller-type suction boost pu mp sin t h e s a meh o u s in g , c o n n e c t e d in p a ra ' | 1 e 1 ,
a r e lo cated in the left whee l we ll. A c o n s t a n t f lo w o f f lu id t h ro u g h t he c a s e
d r a in return provides lubrica t io n a n d c o o ' lin g . No rma l p re s s u re is 3 , 0 0 0 + 1 5 0 p s i
pre s s u re is 3 , 4 0 0 p s i f o r e a c h p u mp . F lo w c ap a c i t i e s
a t 5 ,000 rpm, and maximum
fo r on e pumpis 2,300 psi at I G P M,2 , 9 5 0 p s ' i a t 6 G P M.
C on tr ol s
con trol switch for each pumpis lo c a t e d o n t h e h y d ra u ' lic s y s t e ms ' c o nt r o l a n d
C0 NT ROpLo s it io n s . Wh e nt h e No . 1 s w i t c h
n d ica tor pane'|, and has ON-O F F -RA MP
s p la ced 0N, the pumpwill s t a rt in s t a n t ' ly . (T h e re is a t wo -s e c o ' n dt im e d e l a y
n co r p orated in the No. 2 pumpc irc u it . )
The h ydraulic control panel is d e c a le d " Wa it f iv e s e c o n d sb e f o re s t a rt in g s e c o n d
CO NT ROpo
L sition
pu m p " to prevent overloading t h e e le c t ric a l s y s t e m. T h e RA MP
of ea ch switch transfers cont ro l o f re la t e d p u mpt o t h e ra mp c o n t ro l p an e l
l oca ted in the aft end of the c a rg o c o mp a rt me n t ,le f t h a n d s id e .
In a d d ition to the norma'lcon t ro ls , s y s t e m No . 3 p u mp st u rn o n a u t o ma t fc a l l y
wh e n a ny of the following is a c c o mp lis h e d :
1.
Whenspoiler control hand le is mo v e do u t o f t h e CL O S EpDo s it io n .
2.
Spoilers movefrom closed p o s it io n .
3.
Eo t h s wit c h e s ).
An aileron is in TA BOP ERA B L(b
4.
p o s it io n .
Either elevator control swit c h is p la c e d t o E ME R
Wh e nthe normal pumpcontrol s wit c h e s a re in t h e O F Fp o s it io n a n d t h e p u m p sa r e
e n e r g ized by any one or all o f t h e a u t o ma t ic me t h o d s , t h e p u mp swi' |1 s t o p w h e n
the la st of the autsmatic sy s t e ms is re t u rn e d t o t h e n o rma l p o s it io n . T h e t w o seco n d time delay of No. 2 pu mpis e f f e c t iv e wh e n p u mp sa re a c t u a t e d a ut o m a t i c a l l y .
Two 8 O-cubic-inch hydraulic fu s e s a re lo c a t e d in t h e No . 3 s e rv ic e c e n t e r , d o w n str e a m of each electric moto r-d riv e n p u mp , a n d p re v e n t mo t o r o v e rlo a d ing d u r i n g
The fu s e s a re s p rin g -lo a d e d o p e n a n d v e n t e d t o r e t u r n ,
in iti al pumpstarting.
w hich allows the motors to co meu p o n s p e e d . T h e f u s e s a re s e t t o c ' lo se o f f b y
fl uid v olume. l,/henthey clos e , s y s t e m p re s s u re wil' l b u ' i1 d u p . (F ig u re 4 - 1 1 )
4-9
4 E- 10 1
Isola ti on CheckV alves
An i so1 a ti on check valve located in t h e s e rv ic e c e n t e r, d o wn s t re a mo f e a c h p u m p ,
pr e ve n ts r everse flow, thus isola t in g p re s s u re f ro m a n in o p e ra t iv e p u mp .
Pu m pLo w Pressure W arning S witch
Th e l ow- p r essure warning switch is lo c a t e d a f t o f t h e No . 3 re s e rv o ir o n t h e
l eft w all of the cargo compartm e n t . T h e s wit c h is s e t a t 1 , 3 5 0 p s f a n d o p e r a t e s
a PRESSURE
0N light (green) on th e b ra k e p re s s u re a n d a n t i-s k id c o n t ro l a n d
i nd ica tor panel, whfch is located o n t h e p ilo t s r c e n t e r in s t ru me n t p a n e 1 . T h e
l i gh t will stay 0N above 1,350 ps i.
Hig h Pr essure Filter
A h ig h - p r e ssure filter located a f t o f No . 3 re s e rv o ir p re v e n t s c o n t a min a n t s
pa ssin g fr om the pumpsinto the s y s t e m. S h o u ld t h e f ilt e r e le me n t b e c o me
ob str ucted , a pressure drop acros s t h e f ilt e r will o c c u r. I f t h e p re s s u re d r o p
r ea ch e s ap proximately 70 psid, a re d (c lo g g e d f i' lt e r) f n d ic a t o r e x t e n d s f rom
the to p of the filter body, indic a t in g t h e f ilt e r mu s t b e re mo v e da n d re p lac e d
a s soo n as possib'le. There is no b y p a s s re lie f v a lv e p ro v id e d in t h e h ig h pr e ssu r e fi lter.
Re tur n Fi l ter
Th e r e tur n -line filter located fo rwa rd o f t h e s y s t e m re s e rv o ir f ilt e rs re t u r n
flu id b e fore it enters the reser v o ir. S h o u ld t h e f ilt e r e le me n t b e c o mec o n t a m i na ted , a pressure drop across th e f ilt e r will o c c u r. I f t h e p re s s u re d ro p
r e a ch e s 2 8 psid, a red (clogged f ilt e r)
in d ic a t o r e x t e n d s f ro m t h e t o p o f t h e
fi l te r b o d y. S hould the element b e c o mes o d irt y t h a t t h e p re s s u re d ro p re a c h e s
40 psid , a n internal relief or by p a s s v a lv e will o p e n a n d a llo w re t u rn f lu id t o
enter th e reservoir unfiltered.
A n y t ime t h e in d ic a t o r is e x t e n d e d , t h e f ilt e r
el em e n t m ust be removedand replac e d a s s o o n a s p o s s ib le .
C ase Dr a in Return Filter
Th e case drain return filter is l o c a t e d ju s t f o rwa rd o f t h e re s e rv o ir. T h i s
filter j s fdentical to the system re t u rn f ilt e rs wit h t h e e x c e p t io n o f t h e s i z e
a n d flo w volume. The red (clogge d f ilt e r)
in d ic a t o r e x t e n d s wh e n p re s s u re d r o p
a cr o ss th e filter reaches 28 psid a n d t h e b y p a s s o p e n s a t 4 0 p s id .
P r essu r e Tr ansmitter
The pr e ssu re transmitter is a bou rd o n -t u b et y p e lo c a t e d in t h e s e rv ic e c e n te r .
It op e r a tes a 25-volt A C pressure g a g e o n t h e h y d ra u lic s y s t e ms ' c o n t ro l a nd
ind ica tor panel. The pressure ga g e is c a lib ra t L d in in c rlme n t s o f 2 5 0 p s i fr o m
0 to 4,00 0 psi. There is a direc t re a d in g p re s s u re g a g e lo c a t e d in t h e s e rv i c e
ce n ter i n the cargo compartment.
4*10
4 E- 10 1
M a in Ac cumulators (Fjgure 4-L 2 )
Two 4 0 0-cubic-inch, piston-ty p e a c c u mu la t o rsa re in s t a lle d in t h e No . 3 s e r v i c e
cen ter , and are normally charg e d t o a p p ro x ima t e ly 3 , 0 0 0 p s i b y No . 3 s y s t e m . A
d ir e ct neading pressure gage is in s t a lle d o n e a c h a c c u mu la t o r.
Th e se accumulatorsaid No. 3 p u mp sd u rin g p e a k lo a d s . T h e y c a n b e u s e d t o s t a r t
the APU. In addition, the acc u mu ' la t o rsc a n b e u s e d t o f u rn is h e me rg e n c yb r a k e
p r e ssu r e, when norma'lbrake pre s s u re is n o t a v a ila b le . A c c u mu la t o rp re s s u r e i s
use d fo r the emergencybrake s y s t e m, wh e n e le c t ric a ' l p o we r is o f f (a p p ro x i m a t e ' l y
10 ap p l ications).
Accum ulatorControl V alve
Th e accumulator control valve (b y p a s s v a lv e ) is e le c t ric a lly e n e rg iz e d o p e n
w he n p umpsare turned on eithe r ma n u a l o r a u t o ma t ic , a n d d e e n e rg iz e dc los e d w h e n
p u m p sare shut off.
'Pump
Hand
A do u b le-action type hand pum p , lo c a t e d o n t h e le f t wa ll o f t h e c a rg o c o m p a r t m e n t i mmediately below the sy s t e m No . 3 re s e rv o ir, p ro v id e s a me a n so f p r e s sur izin g the accumulators, em e rg e n c yb ra k e s , ra mp , a n d d o o rs wh e n t h e h i g h p r e s sure pumpsare inoperable. Approximately 450 strokes of the hand pumpare
r eq u ir e d to pressurize the acc u mu la t o rst o 3 , 0 0 0 p s i. A c h e c k v a lv e is i n s t a l l e d
b e tw ee nthe pumpout'let port a n d t h e s y s t e m p re s s u re lin e t o p re v e n t p res s u r e
bu ild - u p against the pumpdur in g n o rma l o p e ra t io n . A d ire c t -re a d in g p res s u r e
g a g e i s located near the No. 3 re s e rv o ir t o in d ic a t e h a n d p u mpp n e s s u re.
System Reli e.f Val ve
Th e r elief valve is located in t h e s e rv ic e c e n t e r t o p ro t e c t t h e s y s t e m f r o m
e xce ssive pressure in the eve n t t h e e ' le c t ric mo t o r-d riv e n p u mp sf a il t o r e g u l ate. One port of the valve is c o n n e c t e dt o t h e s y s t e m p re s s u re a n d o n e t o
r etur n . S hould pressure reac h 3 , 5 6 0 p s i, t h e v a lv e will o p e n a n d p u mpo u t p u t
w i l l flow back to the reservo ir. O n c e t h is v a lv e is o p e n , p re s s u re mu s t d r o p t o
a p p r o ximately 3,150 psf before it wi' ll re s e a t .
Hyd r a u lic S ystemNo. 3 P ressu re Us a g e
Hyd r a u lic S ystemNo. 3 supplie s p re s s u re t o :
1.
2.
3.
4.
5.
5.
7.
Wi ng flaps
Wing spoilers & spoiler ca b le s e rv o
Ai l eron tab lockout
Elevator emergencypower
Rampand doors
Emergencybrakes
APUstarter
4-1L
4 E- 10 1
Gr o u n d Interconnect V alves
Two i nter connect valves are locat e d b e t we e ns y s t e m No . 2 a n d No . 3 re s e rv o i r s .
Both valves are controlted by on e ma n u a ' l1 yo p lra t e d c o n t ro l h a n d le . Mo v ing t h e
con tr ol handle to the INTE RC0NNEpCT
o s it io n will p o s it io n o n e v a lv e t o c o nn e c t
th e No . 3 system pressure to the No . 2 s y s t e m ma n if o ' ld , a n d t h e re ma in in g va l v e
w i l l con n ect the No. 2 and No. 3 s y s t e m ie s e rv o irs t h ro u g h a n in t e rc o n n e c t t u b e .
With th e c ontrol handle in the INT E RCO NNE
p CT
o s it f o n , t h I No . 3 s y s t e m e t e c t r i c a l
m otor - d r iven pumpscan be used to p ro v id e p o we r f o r a l1 s u b s y s t e msn o rma ' l1 y
o p e r a ti ng on No. 2 system power .
The fl uid level in the No. 2 and No . 3 s y s t e m re s e rv o il" will re ma in c o n s t an t
be ca u seof the reservoir intercon n e c t t u 6 in g . A n is o la t io n c h e c k v a lv e p re v e n t s
th e flo w of fluid through the pre s s u re lin e f ro m s y s t e m No . 2 t o s y s t e m No . 3 .
This syste m fs for GROUND
CHE CK
0 NL Y , a n d t h e c o n t ro l h a n d le mu s t b e in t h e
po sitfon before flight.
C LO SED
APU - Star ter
Th e APUstarter is driven by a hy d ra u lic mo t o r p o we re db y p re s s u re f ro m t h e
accu m u la tors. Controls for the A P Ua re lo c a t e d o n t h e u p p e r le f t c o rn e r o f t h e
fl i gh t en gineer's pane]. A n A P UA c c UMS E L s wit c h a llo ws ' t h e s e le c t io n o f N o . 1 ,
No . 2 , o ? B OTHaccumulators, as d e s ire d .
Each a ccu mulator will
last approx ima t e ' ly1 0 s e c o n d swh e n u s e d t o s t a rt t h e A p U .
An ad d iti onal surge accumulator is in s t a lle d in t h e A P Us t a rt e r in le t lin e .
This
a ccu m u la tor acts as a shock abso rb e r, a b s o rb in g t h e f n it ia l s t a rt in g p re s s u r e ,
a n d p r e ve nts excessive gearbox to rq u e f ro m b e f n g t ra n s mit t e d t o t h e c lu t c h .
The Accu m ulatorControl V alve and t h e t wo s t a rt e r s e le c t o r v a lv e s a re lo c a t e d
i n the No . 3 service center. E ac h v a lv e in c o rp o ra t e s a ma n u a l o v e rrid e .
Th e APU , located in the left forw a rd g e a r p o d , s u p p lie s a ir f o r e n g in e s t a rt i n g ,
air for en vironmental systems, a n d me c h a n ic a lly d riv e s a n A C g e n e rit o r d u rin g
g r o u n d op e ration on1y.
4.L2
4 E- 10 1
Ch a p t e r 2
P RI MA RY
F L I G HTCO NT RO L S
Th e air cr aft is contro'l1ed by h y d ra u lic a lly p o we re da ile ro n , ru d d e r, a n d
ele va tor systems. A erodynami cla t e ra l c o n t ro l is a v a ila b le t h ro u g h a c a b l e con tr olle d aileron tab, if norma l h y d ra u lic p re s s u re is lo s t .
E le c t ric a lly
op e r a ted trim systems are provid e d f o r t rimmin g t h e a irc ra f t a b o u t t h e ro l 1 ,
ya w an d pitch axis. A manually o p e ra t e d , h y d ra u lic a lly p o we re dt rim s y s te m
an d an e lectrfcal'ly operated, hy d ra u lic a lly p o we re dt rim s y s t e m a re a ls o
p r o vid e d for the pitch axis.
Th e pr im ary flight control powe r c o n t ro l a s s e mb lyh a s a n t ic a v it a t io n v a lve s t o
p r e ve n t cavitation of the actua t o rs wh e n t h e y a re o p e ra t in g wit h h y d ra u lic p o w e r
0N).
off, wh ile the shutoff and bypa s s v a lv e js in t h e n o rma ' lp o s it io n (P 0 1 , / ER
Win d Gu st Limitations
The air cr aft was designed to wit h s t a n d 7 0 -k n o t g u s t s f ro m a n y d ire c t io n , t h e
ta il- o n gust being the most se v e re . Ch e c kv a lv e s a re in s t a lle d in t h e p res s u r e
lin e s of the power control asse mb lyt o re t a rd re v e rs e f lo w d u e t o g ro u n d g u s t s
w he n systems are depoweredwith s h u t o f f a n d b y p a s s v a lv e in t h e n o rm (O P EN )
p o siti on . A bove 70 knots, cont ro l d a ma g ema y o c c u r if t h e a irc ra f t is n o t
he a d e d i nto the wind, since de s ig n limit s c a n b e e x c e e d e d . T h e a irc ra f t s h o u l d
be eva cu ated to a safe weather a re a if win d s in e x c e s s o f 7 0 k n o t s a re e x p e c t e d ;
ho we ve r , if that is impossible, t h e a irc ra f t will b e mo o re din a c c o rd a n c ew i t h
m a in ten a nceT.0.'s.
If the air c n a f t h a s b e e n s u b je c t e d t o wf n d v e lo c it ie s e x c e e d in g 70 knots, thoroughly check t h e c o n t ro l s u rf a c e s a n d p o in t s o f a t t a c h m e n t
be for e th e next flight.
Th e u se of engines to maneuve rt h e a irc ra f t d u rin g h ig h win d is n o t re c o m m e n d e d
an d sh o u ld be avoided except un d e r e x t re me c irc u ms t a n c e s . F o re ig n o b je c t d a m a g e
( FO D ) to the engines is highly p ro b a b le .
Jam m e dFlight Controls
Th e aile r on or elevator control in t e rc o n n e c t s b e t we e nt h e c a b le t e n s io n reg u l a to r s h a ve one shear rivet, and t h e a rt if ic ia l
f e e l s p rin g s h a v e o n e s h e a r r i v e t .
Th e r u d d er artificial
feel sprin g a ls o h a s o n e s h e a r riv e t .
A ll o f t h e s e s h e a r
r fve ts are designed to shear at a p ilo t f o rc e a b o v e t h e ma x imu m
c o n t ro l op e r a t i o n
fo r ce s and below forces that the c o n t ro l s y s t e mswe re s t ru c t u ra lly d e s ig n e d t o
withstan d. (Refer to S ec. 3 in d a s h 1 , f o r J a mme dF lig h t Co n t ro ls . )
\OTE
Par tial control can be ob t a in e d u s in g t h e f re e d s y s t e m. S in c e t h e
con trols are also tied toge t h e r a t t h e ir re s p e c t iv e in p u t q u a d ra n t s ,
completely free operation will n o t b e o b t a in e d .
4 -1 3
4 E- 10 1
Ai l er o n Control S ystem (Figure 4 -1 3 )
Each a i'le ron is normally actuate d b y a d u a l-p o we r c o n t ro ' l a s s e mb lywh ic h is c o n tr o'lle d b y the pilotsr contro'l w h e e ls a n d is p o we re db y t h e No . l a n d No . 2
h yd r a u lic systems. The travel limit s o f t h e a ile ro n s a re 2 5 d e g re e s u p a n d 1 5
d e g r e e s d own from the faired pos it io n s . T h e a ile ro n s a n e h y d ra u lic a lly p o w e r e d
d o wn to the trail positfon to pro v id e a d d it io n a l lif t f o r t h e win g s . Co m p o n e n t s
of the a ileron control system are : t h e p i' lo t ' s a n d c o p ilo t rs c o n t ro l wh ee l s ,
cab le systems and linkages, tens io n re g u la t o rs , a n in p u t q u a d ra n t , a n a u t o p i l o t
se r vo m o tor, power control assem b lie s , a ile ro n s e rv o t a b lo c k o u t a c t u a t o rs , c o n tr o l switc hes, and warning light s o n t h e p ilo t s ' o v e rh e a dp a n e ' l a n d o n t h e
a n n u n cia tor panel.
Du a l- PowerControl A ssembly
Th e p o we r contro'l assemblies hyd ra u lic a lly a c t u a t e t h e a ile ro n s f n re s p o n s e t o
in p u t con trol movementsfrom eit h e r p ilo t t s c o n t ro l wh e e l, t h e a u t o p ilo t s e r v o m otor , or the aileron electric trim a c t u a t o r. I n e a c h p o we r c o n t ro l a s s e m b l y ,
o n e o f th e dual actuators is powe re db y t h e No . t h y d ra u lic s y s t e m, a n d t h e o t h e r
a ctua tor is poweredby the No. 2 h y d ra u lic s y s t e m. Du rin g n o rma l o p e ra t io n , e a c h
a ctua tor provides one half of th e f o rc e re q u ire d t o o p e ra t e t h e a t t a c h e d a i l e r o n ;
h o we ve r , either actuator is cap a b le o f p ro v id in g t h e e n t ire o p e ra t in g f o rce i f
the hyd r a ulic system to the othe r a c t u a t o r f a ils .
The le ft and rfght aileron power c o n t ro l a s s e mb lie s mo v e s imu lt a n e o u s ly b u t i n
o p p o site directions.
If one aile ro n b e c o me sin o p e ra b le , t h e S Y S1 a n d S Y S2
co n tr ol switches for that ai'leron c a n b e p la c e d in t h e t a b o p e ra b ' lep o s it ion .
This iso la tes hydraulic pressur e f ro m t h e p o we r c o n t ro l a s s e mb lya c t u a t in g
cylin d e r s of the inoperable aile ro n ; t h e o p e ra b le a i' le ro n will c o n t in u e t o
fun cti on normal1y.
A l oa d limiting relief valve is in s t a lle d in e a c h a c t u a t in g c y lin d e r. With
h yd r a u lic power 0N, the valve op e n s a n d a llo ws f lu id t o b y p a s s f ro m t h e ret r a c t
sid e to the extend side of the a c t u a t in g c y lin d e r, if t h e a ile ro n s u rf a c e l o a d
i s gr e a t enoughto cause a press u re d if f e re n c e o f 2 , 9 0 0 p s i b e t we e nt h e t w o
sid e s o f the actuator. The relie f v a lv e f o r t h e e x t e n d s id e o f t h e a c t u a to r
is in stalled fn the manifold, the v a lv e o p e n s a t 2 , 7 0 0 p s id .
A con tr olled leakage arrangemen ta t e a c h h y d ra u lic s y s t e m s e c t io n o f t h e s e r v o
valve pe r mits approximately one g a l' lo n p e r min u t e f lo w o f f lu id t h ro u g h t h e
valve wh e n the va1ve is in the n e u t ra l p o s it io n a n d t h e h y d ra u ' lic s y s t e ms a r e
p r e ssu r ized. This provfdes a co n t in u o u s s u p p ly o f wa rm f lu id t o t h e a c t u a t o r s ,
lo ca ted i n an unheatedarea of th e a irc ra f t .
T h is p re v e n t s s lu g g ' is h o p e rat i o n
o f th e po wer control assembly. A p o we r c o n t ro 1 a s s e mb lyis mo u n t e do n t h e a f t
si de of th e rear beamin each w in g , f o rwa rd o f t h e a ile ro n .
Pilo t's
and Copilot's Control W h e e ls (F ig u re 4 -1 3 )
The U- sh a pedcontrol wheels which c o n t ro l o p e ra t io n o f t h e a ile ro n s a n d s e r v o tab s ar e individua'lly connectedb y c o n c e a le d c a b le s t o a s e p a ra t e t e n s io n r e g u u la tor in put quadrant beneath the f lig h t d e c k . T h e p ilo t ' s a n d c o p ilo t ' s i n p u t
4-14
4E- 10 1
q u a d r a n ts are interconnected by a p u s h ro d a n d c ra n k s o n t h e q u a d ra n t s . T h i s
in ter co n nection causes the con t ro l wh e e ls a n d d u a l c o n t ro l c a b le s y s t e ms t o
o p e r a te in unison. It allows o p e ra t io n o f b o t h c o n t ro l c a b le s y s t e mswit h
eithe r of the contro'l whee'ls, a n d a ls o p e rmit s t h e p i' lo t s t o c o mb in et h e ir
effo r ts during manual operatio n o f t h e a ile ro n s . Nin e t y d e g re e s o f a ile ro n
con tr ol wheel rotation is require d t o o b t a in f u ll s u rf a c e d e f le c t io n s .
Ai l er o n P owerControl S witches
Fou n th r ee-position (NORMA-L O F F- T A B O P E RA B L Ele
), v e r-' lo c k t y p e a ile ro n
sw i tch e s, on the pilots' forward o v e rh e a dp a n e 1 , c o n t ro ' l t h e mo t o r-o p e rat e d s h u t off an d bypass va1ves of the po we r c o n t ro l a s s e mb lie s a n d s e le c t t a b o p e r a t i o n .
Th e N ORMAposition
L
of each swit c h c a u s e s t h e re la t e d s y s t e m No . 1 o r No . 2
shu toff and bypass valve of the c o rre s p o n d in g p o we r c o n t ro l a s s e mb ' lyt o op e n
a n d p o r t fluid to the servo flow c o n t ro l v a lv e .
The OFFposition closes the va lv e , d is c o n t in u in g t h e s u p p ' ly o f h y d ra u ljc p r e s sur e to the servo flow contro'l v a lv e . T h e O F Fp o s f t io n a ls o o p e n s t h e s hu t o f f
valve bypass to connect the two ends of the actuator to each other and to the
r etur n line.
This action permit s t h e a c t u a t in g p is t o n t o mo v e f re e ly wit h
a ile r o n s urface movement.
posftion of ea c h s wit c h p e rf o rms t h e s a mef u n c t io n a s t he O F F
The TAB OP E RA B LE
po siti on , as far as the povrerc o n t ro l a s s e mb ' lie sa re c o n c e rn e d . l' / h e nT A B O P E R ABLEis s elected with either th e t wo 1 e f t o r t h e t wo rig h t a ile ro n p o we r c o n t r o ' l
sw i tch e s, the corresponding aile ro n t a b b e c o me so p e ra b ' le . P la c in g e it h e r t h e
two l eft, the two right, or a1l f o u r p o y ' re cno n t ro l s wit c h e s t o T A B0 P E RAB L E ,
en e r g ize s the pumpsof hydraul ic s y s t e m No . 3 . T h is e n e rg iz e s t h e c o rre s p o n d i ng sole noid operated tab lock v a lv e , o p e n in g t h e v a ' lv e t o p o rt s y s t e m No . 3
pr e ssu r e to the related tab 'lo c k o u t a c t u a t o r. A c t u a t o r mo v e me nct h a n g e st a b
i np u t lin kage, giving mechani c a la d v a n t a g e , wit h t h e re s u lt t h a t c o n t ro l w h e e l
movementcan be transmitted to the tab.
Aile r o n S ystemP owerOff Lights
Tw o 2 8 - volt DC P O|'JEOFF'lights
R
f o r t h e ' le f t a ile ro n p o we r c o n t ro l a s s e m b l ya n d
two fo r the right aileron powe r c o n t ro l a s s e mb lya re ' lo c a t e d o n t h e p ilo t s l
ove r h e a d pane1, above the ailer o n p o we r c o n t ro l s wit c h e s . T h e lig h t s illu m i n a t e
i f the r espective system pressu re d ro p s t o a p p ro x ima t e ' ly1 , 5 0 0 p s i, wit h f n t h e
r e la ted power control assembly . A p re s s u re s wit c h d o wn s t re a mo f e a c h a iler o n
system shutoff valve controls t h e a s s o c ia t e d lig h t .
Aile r o n S ystem1 P owerand A ile ro n S y s t e m2 P o we r L ig h t s
An AILERON
S Y S1 P W Rand an A IL E R0 NS Y S2 P WRlig h t o n t h e a n n u n c ia t o r p a n e l
i l l um in a te if the respective hy d ra u lic s y s t e m p re s s u re d ro p s t o a p p ro x im a t e l y
1,50 0 psi within at least one o f t h e p o we r c o n t ro l a s s e mb lie s . T h e P O W EO
RF F
l i gh ts on the pilots' overheadp a n e l in d ic a t e wh ic h c o n t ro l a s s e mb lyh a s s u f f e r e d
a l oss of hydraulic pressure. T h e A I L E R0 NS Y S1 P WRa n d A I L E RO N
S Y S2 P l t / Rl i g h t
will r emain illuminated for as lo n g a s t h e s y s t e m p re s s u re wit h in e it h e r p o w e r
4-15
4E- 10 1
con tr ol a ssembly is below 1,500 p s i.
Subsequenp
t o we r f a ilu re o f t h e s y s t e m
power
i n the r e maining
control a s s e mb lyw' i1 1 b e v is u a lly e v id e n c e d o n ly b y t h e
r e la ted POW EOFF
R light.
The A I L E R0 NS Y S1 P t lRa n d A I L E RO N
S Y S2 P WRlig h t s a r e
con tr olle d by the pressure switch e s wh ic h c o n t ro l t h e re la t e d P 0 ! ' / E O
R F F lig h t s .
Aile r o n Tab 0perable Lights
Two 28 - vo lt DC lights, d R A iL T A BO P E Ra n d a L A I L T A B 0 P E Rl' ig h t , a re p r o v i d e d
on the a n nunciator panel to gfve p o s it iv e in d ic a t io n wh e n t h e c o rre s p o n d ing
aile r o n tab linkage is in the op e ra b le c o n f ig u ra t io n . A limit s wit c h , a c t u a t e d
by m ove m entof the related tab l ' in k a g e lo c k o u t a c t u a t o r, c o n t ro ls t h e a s s o c i a t e d
1i gh t.
N or m a l SystemOperation (Figure 4 -1 9 )
D ur in g n o rmal operation, the LEF Ta n d RI G HTA iL E RO N
S Y S1 a n d S Y S2 c o n t ro l
switche s on the p'i1ots' overhea dp a n e l a re in t h e NO RMApLo s it io n s . T h e po s i t i o n
of th e ailerons is controlled by t h e p ilo t ' s o r c o p ilo t ' s c o n t ro l wh e e l o r b y
p ilo t or copilot inputs to the a ile ro n t rim s y s t e m. Mo v e me not f t h e c o n t ro l
w he e ls i s transmitted aft by dua l c a b le a n d lin k a g e s y s t e ms t o a c o mmo nin pu t
qu a d r a n t assemblymountedon the a f t s id e o f t h e c e n t e r win g re a r b e a m. T h e
in p u t qu a drant assemblycan also re c e iv e in p u t mo t jo n s f ro m a n a ile ro n e le c t r i c
tr fm actuator and an autopilot s e rv o mo t o r. A s p rin g c a rt rid g e a t t a c h e d t o t h e
in p u t qu a drant "feeds back" an art if ic ia l
" f e e l" re s is t in g f o rc e t o t h e c on t r o l
wh e e ls to simulate the "feel" of t h e a e ro d y n a miclo a d s t h a t re s is t t h e mo v e m e n t
of th e ailerons. Without this " f e e l, " t h e p ilo t s h a v e n o wa y t o g a g e t h e a m o u n t
of con tr ol surface loading durin g n o rma l p o we re do p e ra t ' io n . I n a d d it io n t o
p r o v'id in g "fee1," the spring act s a s a c e n t e rin g d e v ic e b y re t u rn in g t h e ai l e r o n
syste m to neutral trim when the c o n t ro ls a re re le a s e d . Du rin g n o rma l f lig h t
op e r a ti on , the aileron servotab s a re lo c k e d s o t h e y mo v ea n d re ma in f a ire d w i t h
th e ai le r o ns.
Op e r a ti on W ith One Hydraulic S y s t e m
If e ithe r the No. 1 or No. 2 hy d ra u lic s y s t e m is in o p e ra b le , t h e L E F Ta n d R I G H T
AIL ER ON
SY Scontrol switches for t h e in o p e ra b le h y d ra u lic s y s t e m a re p la c e d i n
positions to ac t u a t e t h e s h u t o f f a n d b y p a s s v a lv e s in t h e p o w e r
the TAB O PE RA B LE
co n tr ol assemblies. The aileron s c a n t h e n b e c o n t ro lle d in t h e s a mema n n e ru s e d
fo r no r m al operation with the sys t e m t h a t is s t ill f u n c t io n in g .
In the event both hydraulic syst e ms a re lo s t , t h e a f f e c t e d a ile ro n will
u p to a n aerodynamically neutral p o s it io n .
Ai l er o n Tab Lockout A ctuator
f lo a t
(F ig u re s 4 -1 5 t h ru 4 -1 8 )
Wh e nthe LE FTand RIGHTA ILE RON
S Y S1 a n d 2 c o n t ro l s wit c h e s o n t h e p ilo t s '
o ve r h e a d pane'l are in the N0RM ApLo s it io n s , t h e s e rv o t a b s re ma in f a ire d with
the aile r o ns during normal opera t io n o f t h e a ile ro n s . Wh e nt h e No . I a n d N o . 2
h yd r a u lic systems are depressur iz e d a n d t h e p o we r c o n t ro l a s s e mb lie s a re in o p e r a b 1 e , th e LE FTand RIGHTA ILE RON
S Y S1 a n d 2 c o n t ro l s w' it c h e s a re p la c e d in t h e
4 -1 6
4E- 10 1
positions. This will s t a rt t h e No . 3 h y d ra u lic s y s t e m p u n p s a n d
TAB OPERA B LE
a lso op en a solenoid valve in e a c h win g t o a d mit No . 3 h y d ra u lic s y s t e m p r e s s u r e
to th e aileron tab lockout act u a t o rs . I n t a b o p e ra b le mo d e , t 2 0 " o f a ile r o n
con tr ol wheel rotation produces f u ll t a b d e f le c t io n s .
Aile r o n Trim S ystem (Figures 4 -I 4 , 4 -1 5 )
The aile r on trim system a'llows t h e p ilo t t o c o rre c t f o r a win g lo w o r win g h ' i g h
con d iti on. The trjm system co n s is t s o f a n a c t u a t o r a s s e mb ly , mo u n t e do n t h e
ce n ter wing rear beam, and is me c h a n ic a l' lyc o n n e c t e dt o t h e in p u t q u a d ra n t a s s e m b ly. A positjon'indicator js lo c a t e d in t h e p ilo t s ' c e n t e r in s t ru me n t p a n e 1 .
The a'ile ron trim range is 9.5 d e g re e s u p a n d 8 d e g re e s d o wn .
Aile r o n Trim Control S witches
Two aileron trim switches on the control pedestal trim the aircraft
about the
roll axis.
The switches are three-pos'ition (LOWERLEFT WiNG - LOtlERRIGHTWING 0FF) toggle switches.
The spring-loaded center rr0FFrtposition is unmarked. The
swjtches must be operated simultaneously to provide both power and ground to the
115-volt AC trim actuator.
Holding the switches in either pos'it'ion energizes the
actuator jackscrew.
This mechanical'ly positions the aileron quadrant which, in
turn, mechanically positions the servo flow control valves of the power control
assemblies to actuate the aileron surfaces hydraulica'11y.
Ai leron Trim Pos'ition Indicator
A 28-volt DC aileron trim position indicator is on the pilots'
center instrument
pane1. The dial of the indjcator is calibrated in graduations of 1 degree from
0 to 6 (with an unmarked calibration
representing 7) degress for lower left wing
and lower right wing. The aileron trim position transmitter
is located on the
end of the actuator assembly.
Rudder Control
System (Figures 4-20 thru 4-22)
The rudder system uses pushrods, levers, and a dual cable system to transmit
rudder pedal motion to a quadrant in the fuselage tail cone area.
Dual pushquadrant
yoke
rods transmit
motion to levers mounted on the rudder
assembly and
linkage to a servo flow control valve of a dual hydraulic power control assemb'ly.
L'inkage motion positions the servo flow control valve to actuate the rudder surface, hydraulically.
Feedback linkage automatically reposit'ions the servo flow
control valve to neutral, stopping movementof the rudder surface when movement
of the rudder pedals stops.
Pressure from hydraulic systems No. 1 and No. 2 ts
normally supplied to the power control assemb'ly. The travel limit of the rudder
is 35 degrees either side of neutral.
The rudder peda'ls are supported by positionable arms which allow four inches
forward and five inches aft adjustment.
Two handcranks, one located below the
pilot's
instrument panel and one below the copilot's
instrument pane1, make
this adjustment.
4-17
4E- 10 1
Rudder Power Control Switches
Two N0RMAL
- POWER
OFF switches on the p ilo t s ' o v e rh e a dp a n e l c o n t ro l t h e s u p p l y
of fl uid to the power control a s s e mb ' ly . I n t h e e v e n t e it h e r h y d ra u ' lic p o w e r
system i s shut off or fails, a p o rt io n o f n o rma l ru d d e r s u rf a c e d e f le c t io n i s
l ost a t h igh airspeeds.
Rudder System Power0ff Lights
Two POWER
OFF lights, on€ for h y d ra u lic s y s t e m No . 1 a n d o n e f o r h y d ra u ' li c
syste m N o. 2, are located above t h e ru d d e r h y d ra u lic s y s t e ms ' c o n t ro l s wit c h e s
o n the p ilots' forward overheadp a n e ' |. T h e lig h t s illu mf n a t e if t h e re s p ec t i v e
syste m p r essure drops to approx ima t e ly 1 , 5 0 0 p s i wit h in t h e p o we r c o n t ro l a s s e m b l y .
A p r e ssu r e swftch, instal'led do wn s t re a mo f t h e ru d d e r s y s t e m s h u t o f f v a lv e, c o n tr ols the associated P O|,JEOFF
R lig h t .
Rudder System 1 Power and Rudder System2 Power Lights
A RUO D ER
S Y S1 P W Rlight and a RUDDESRY S2 P l' / Rlig h t a re in s t a lle d o n t h e
an n u n cia tor pane1. The 'lights wo rk in c o n ju n c t io n wit h t h e re s p e c t iv e s y s t e m
P0WER
OFF light on the pilots'ove rh e a d p a n e l t o in d ic a t e v is u a lly 1 o w-p r e s s u r e
con d iti on s in the pressure inlet lin e s o f t h e p o we r c o n t ro l a s s e mb ly . T h e
lig h ts illuminate if the respec t iv e s y s t e m in le t p re s s u re d ro p s t o a p p ro x i m a t e l y
1,50 0 psi. The lights are cont ro lle d b y t h e p re s s u re s wit c h e s wh ic h c o n t r o l t h e
PO IJER
OFF lights.
R ud d e r SystemHigh P ressure Ligh t s
Tw o H I PRE S Slights, one for eac h h a lf o f t h e d u a l-p o we r c o n t ro l a s s e mb ly , o n
the pilo ts' forward overheadpan e l, a d v is e t h a t h ig h p re s s u re is a v a ila b le a t
the r ela ted rudder actuator. T h e lig h t s a re c o n t ro lle d b y t h e lo a d lf mit in g
r elie f p r essure switch associate d wit h ru d d e r p o we r s y s t e m No . 1 o r No . 2 .
The lig h ts are normally i'l'lumina t e d wh e n a irc ra f t a irs p e e d is b e ' lo w1 6 0 (t 1 0 )
knots CAS.
N or m a l Sy stem0peration
(Figure 4 -2 3 )
The r ud d er is operated by hydrau lic s y s t e ms No . 1 a n d No . 2 wh ic h s u p p ' ly pr e s su r e to the power control assemb ly . L o a d limit in g re lie f v a lv e s wit h in e ac h
ha lf of the power control assemb lyre lf e v e n o rma l (3 , 0 0 0 p s i) h y d ra u lf c p r e s s u r e
to 2,45 0 psi. This is the maximu m
ru d d e r s y s t e m o p e ra t in g p re s s u re a t a irs p e e d s
b e lo w 15 0 (t 10) knots CA S . A t a irc ra f t a irs p e e d s a b o v e 1 6 0 (t 1 0 ) k n o t s C A S ,
co n tr ol p ressure to the re1ief v a lv e s is re le a s e d t h ro u g h t h e a c t io n o f t h e
CAD Ccon trolled, solenoid-opera t e d p f lo t v a lv e s t o f u rt h e r re lie v e ru d d e r s y s t e m
o p e r a ti ng pressure to 900 psi, ma x imu m. L o s s o f ma in DC p o we r d e e n e rg iz e s t h e
p ilo t valve so1enoids, which are n o rma lly e n e rg iz e d a b o v e 1 5 0 (t 1 0 ) k n o t s C A S .
A b yp a ss feature of the motor-op e ra t e d s h u t o f f v a lv e p o rt s re t u rn f ' lu id d i r e c t l y
fr om o n e side to the other side o f t h e p is t o n o f t h e a c t u a t o r wh e n t h e v a l v e i s
fn the shutoff position. This pe rmit s t h e p is t o n t o mo v ef re e ly wit h ru d de r
4-18
4E- 10 1
sur face movement. P rior to the t ime t h e s h u t o f f v a lv e is c lo s e d d u rin g a h y d r a u 1 ic system failure, an anti-cav it a t io n c h e c k v a lv e wit h f n e a c h h a lf o f t h e p o w e r
co n tr ol assemblyprevents cavit a t io n o f t h e a c t u a t o r a n d p e rmit s f re e mov e m e n t
of th e actuating piston.
A con tr olled'leakage arrangeme n ta t e a c h h y d ra u lic s y s t e m s e c t io n o f t h e s e r v o
valve pe rmits approximately on e g a llo n p e r min u t e f lo w o f f lu id t h ro u g h t h e
valve wh en the va'lve is in the n e u t ra l p o s it io n a n d t h e h y d ra u lic s y s t e m s a r e
p r e ssu r ized. The system incorp o ra t e s a n a rt if ic ia l
f e e l me c h a n is m. T h e
m ech a n ismoperates the sameas t h e a ile ro n .
R ud d e r High-P ressureOverride S wit c h
Th is switch, located on the pil o t s ' o v e rh e a d p a n e l, p e rmit s s e ' le c t io n o f r u d d e r
syste m h igh-pressure, if require d , wh e n o p e ra t in g b e )o w 1 6 0 k n o t s CA S .
Ru d d e rSystemOverpressureLig h t
A R U D D ER
0V E RP RE S S 'light
illumi n a t e d o n t h e a n n u n c ia t o r p a n e ' l a d v is e s o f a n
ove r p r e ssure condition within t h e p o we r c o n t ro l a s s e mb ly . Un d e r n o rma l c o n d i tio n s th e'light fl'luminates on ly wh e n a irc ra f t a irs p e e d is a b o v e 1 6 0 (t 1 0 )
kno ts C ASand high rudder syst e m p re s s u re is b e in g s u p p lie d t o a t le a s t o n e o f
th e r u d d er actuators. The light is c o n t ro lle d b y t h e jo in t a c t io n o f e it he r o f
th e l oa d limiting relief press u re s wit c h e s a n d a CA DCc o n t ro lle d 2 8 -v o lt D C
r u d d e r pressure limiting relay in c o rp o ra t e d in t h e s y s t e m.
Ru d d e rTrim S ystem (Figures 4-2 I , 4 -2 2 )
The r ud d er trim system allows t h e p ilo t t o c o rre c t f o r min o r d ire c t io n a ' l d e v i a tio n s. T he system consists of a n a c t u a t o r a s s e mb lymo u n t e dt o t h e a f t f u s e l a g e
str u ctur e, mechanically connec t e dt o t h e in p u t q u a d ra n t a s s e mb ly , a n d a p o s i t i o n
i nd ica ton located on the pilots' c e n t e r in s t ru me n t p a n e 1 . T h e ra n g e o f r u d d e r
tr im i s 6 degrees to either side o f n e u t ra l; t h e ra t e is 1 d e g re e p e r s e c o n d .
Ru d d e rTrim P osition Indicator
Th e tn im position indicating s y s t e m c o n s is t s o f a DC s y n c h ro -t y p e t ra n s mi t t e r
i nsid e the trim actuator and a s y n c h ro -re c e iv e r f n d ic a t o r lo c a t e d o n t h e p i l o t s '
cen ter i nstrument panel. The d ia l o f t h e in d ic a t o r is c a lib ra t e d in g ra du a t i o n s
of on e degree from zero to sev e n d e g re e s f o r n o s e ' le f t a n d n o s e rig h t .
Rudder Trim Control Switches
Tw o r ud d er trim control switch e s , o n t h e c o n t ro ' l p e d e s t a l, a re t h re e -p o s i t i o n
( N 0SELE FT- NOS ERIGHT- 0FF) t o g g le s wit c h e s , s p rin g -lo a d e d t o t h e c e n t e r
u n m a r ke dOFFposition. The swit c h e s mu s t b e o p e ra t e d s imu lt a n e o u s ' lyt o p r o v i d e
bo th po wer and ground to the 1 1 5 -v o lt A C t rim a c t u a t o r. Ho ld in g t h e s wit c h e s
i n eithe r position energizes the t rim a c t u a t o r, e x t e n d in g o r re t n a c t in g t h e
actua tor jackscrew to mechani c a lly p o s it io n t h e ru d d e r q u a d ra n t . T h is , in t u r n ,
4- 19
4E- 10 1
m ech a n ica lly positions the servo f lo w c o n t ro l v a lv e o f t h e p o we r c o n t ro l a ss e m b l y
to hyd r a u lfcally actuate the rud d e r s u rf a c e .
Ele va tor Control S ystem (Figure s 4 -2 4 t h ru 4 -2 6 )
The ele va tors are hydraulically a c t u a t e d b y a p o we r c o n t ro l a s s e mb lymo u n te d
b e tw ee nth e elevator torque shaf t s in t h e b u lle t .
Du rin g n o rma l o p e ra t io n , t h e
a ctua tor s poweredby the No. 1 an d No . 2 h y d ra u lic s y s t e msmo v et h e e le v a t o r s .
If eithe r of the hydraulic syste ms b e c o me sin o p e ra b le , t h e e le v a t o rs c o u ld b e
co n tr olle d with the remaining sy s t e m; h o we v e r, t h e No . 3 h y d ra u lic s y s t e m an d
th e em e r g encyactuator can be us e d , wit h t h e s y s t e m s t ill o p e ra t in g , t o p ro v i d e
I f b o t h t h e No . 1 a n d No . 2 h y d ra u lic s y s t em s
d u a l h yd r a ulic system control.
b e co m ein o perable, the elevators c a n b e c o n t ro lle d wit h t h e No . 3 h y d ra u lic
syste m an d the emergencyactuato r.
Ele va tor Control Column
Du r in g n o r mal system operation, f u ll c o n t ro l c o lu mn t ra v e l, f o rwa rd a n d a f t o f
ne u tr al, produces full elevator t ra v e l o f 1 5 d e g re e s d o wn a n d 2 5 d e g re e s u p.
A m e ch a n ical stop prevents moveme not f t h e c o n t ro l c o lu mn s b e y o n d t h e d is t a n c e s
m en ti on e d . The control columnsa re e q u ip p e dwit h b o b -we ig h t s wh ic h wo rk in
co n ju n cti on with the feel spring t o p ro v f d e c o n t ro l c o lu mn f e e l f o r in c re a se d
"Gs." A single pushrod and dual c a b le s y s t e m f o r e a c h c o n t ro ' l c o lu mn t ra n s m i t s
co lu m n m o tions to a quadrant ass e mb lyin s t a lle d in t h e e mp e n n a g e .
Ele va tor Hydraulic P owerControl S wit c h e s
Two th r e e - position (N0RM- OFF- E ME R),le v e r-1 o c k t y p e s wit c h e s o n t h e p ilot s '
fo r wa r d overheadpanel control th e mo t o r-o p e ra t e d s h u t -o f f a n d b y p a s s v a lv e s o n
the p o we r c ontrol assembly. The N0 RMp o s ' it io n o f t h e s e s wit c h e s c a u s e s t h e
r e'la ted system No. 1 or system N o . 2 s h u t o f f a n d b y p a s s v a lv e t o o p e n a n d po r t
flu 'id to the servo flow control v a lv e . T h e O F Fp o s it io n c lo s e s t h e s h u t o f f
valve , d'iscontinuing the supply o f h y d ra u lic p re s s u re t o t h e s e rv o f lo w c o nt r o l
va lve . Th e OFFposition also ope n s t h e s h u t o f f v a lv e b y p a s s t o c o n n e c t t h e t w o
en d s of th e actuator to each oth e r a n d t o t h e re t u rn 1 in e , p e rmit t in g t h e ac t u a ti ng piston to movefreely with e le v a t o r s u rf a c e mo v e me n t . T h e E ME Rp o s it i o n
p e r for m s the samefunction as the O F Fp o s it io n a s f a r a s h y d ra u lic s y s t e ms N o . 1
an d N o. 2 are concerned. It als o c a u s e s t h e e me rg e n c ys y s t e m (h y d ra u ' lic s ys t e m
No . 3) sh u toff and bypass valve t o o p e n a n d p o rt f lu id t o t h e e me rg e n c ys y s t e m
ser vo fl ow control valve. The eme rg e n c ys y s t e m s h u t o f f a n d b y p a s s v a lv e is
e n e r g ize d c losed when both switc h e s a re in a n y p o s it ' io n o t h e r t h a n e me rg e nc y .
Ele va tor SystemP ower0ff Lights
Tw o PO l i ER
OFF lights, one for ele v a t o r h y d ra u lic s y s t e m No . 1 a n d o n e f o r
e le va tor hydraulic system No. 2, a re a b o v e t h e e le v a t o r s y s t e m h y d ra u ' lic
po we r con trol switches on the pil o t s ' f o rwa rd o v e rh e a dp a n e 1 . T h e lig h t s
i l l um in a te if the respective syst e m p re s s u re d ro p s t o a p p ro x ima t e ly 1 , 5 0 0
psi w i th in the power control ass e mb ly .
4-20
4E- 101
El evator S ystem1 P owerand E le v a t o r S y s t e m2 P o we r L ig h t s
An ELE VS Y S1 P W Rlight and a n E L E VS Y S2 P WRlig h t a re o n t h e a n n u n c i a t o r
pa n e 1. The 'lights illuminat e if t h e re s p e c t iv e s y s t e m p re s s u re d ro p s t o
ap p r oximately 1,500 psi wit h in t h e p o we r c o n t ro l a s s e mb ly . T h e lig h t s a r e
co n tr olled by the pressure s wit c h e s wh ic h c o n t ro l t h e a s s o c ia t e d P 0 W E O
R FF
l i gh ts on the pilots' forwa rd o v e rh e a dp a n e l.
El evator E mergencyP ower0n L ig h t s
An EME RP l'/R0N light is prov id e d o n t h e p ilo t s ' f o rwa rd o v e rh e a dp a n el t o g i v e
a p o sitive indication of the a d e q u a c y(a b o v e 1 , 5 0 0 P S I ) o f t h e e le v a t o r e m e r g e n c y
syste m pressure, when using t h e e me rg e n c ya c t u a t o r. A d u a l f u n c t io n pr e s s u r e
switch controls the lights.
Ele vator E mergencyP ower Liq h t
An ELE VE ME RP t'{Rlight is o n t h e a n n u n c ia t o r p a n e ' |. T h e lig h t illu mina t e s i f
the p ressure within the eme rg e n c ya c t u a t o r d ro p s t o a p p ro x ima t e ly 1 , 5 00 p s i
w hile the emergencyelevator s y s t e m is b e in g u s e d . A d u a l f u n c t io n p r e s s u r e
switch controls the light.
N or m al Operation (Figure 4 -2 8 )
Du r in g normal operation, the E L E V A T 0SRY S1 a n d S Y S2 c o n t ro l s wit c h e s , o n t h e
p i'lo ts ' overheadpane1, are in t h e N0 RMp o s it io n s t o c o n n e c t t h e 2 8 -v o l t i s o l ated DC bus to the No. 1 an d No . 2 h y d ra u ' lic s y s t e m s h u t o f f a n d b y p as s v a l v e
m otors on the elevator powe r c o n t ro l a s s e mb ly . T h e mo t o rs d riv e t h e v a l v e s t o
th e o pen posit'ions. A 1so, d u rin g n o rma l o p e ra t io n , t h e E L E V A T 0ARRT I F I C I A L
FEELswitch is in the N0RMp o s it io n s o t h e a rt if ic ia l
f e e l s e rv o me c h a n i s m
a d ju sts the amountof "feel" in t h e s y s t e m in re la t io n t o t h e a irs p e e d d e t e c t e d
by the CA DCNo. 1.
The control column moveme n t a
s re t ra n s mit t e d t o a c o mmo nin p u t q u a d ra n t a s s e m b l y
m ou n tedin the vertical sta b iliz e r.
T h e in p u t q u a d ra n t a s s e mb lyc a n al s o
r e ce ive input motfons from a c a b le -c o n n e c t e da u t o p ilo t s e rv o mo t o r. A s p r i n g
car tr i dge, mechanically con n e c t e dt o t h e in p u t q u a d ra n t a s s e mb ly , " f e ed s b a c k "
a r e sisting force to the co n t ro l c o lu mn st o p ro v id e a n a rt ' if ic ia l " f e el " o f t h e
ae r o dynamicloads on the ele v a t o rs . Mo re o v e r, t h e a t t a c h p o in t o f t h e a r t i f i c i a l
fee l spring rod to the input q u a d ra n t a s s e mb lyis mo v e da n d a d ju s t e d by a n a r t i f i ci al feel servo mechanism . l, / it h o u t t h is " f e e l" f o rc e , t h e p ' i1 o t s h a v e n o m e a n s
of ga ging the amountof con t ro l s u rf a c e lo a d in g . P u s h ro da n d b e llc ra n k l i n k a g e s
tr a n smit motion from the inp u t q u a d ra n t t o t h e p o we r c o n t ro l a s s e mb ly i n t h e
bu lle t betweenthe torque tu b e e n d s o f t h e e le v a t o rs .
D ur in g normal operation, the in p u t mo v e me n t tso t h e p o we r c o n t ro l a s s em b l yd ' i s pla ce the servo valves to c o n n e c t t h e p re s s u re a n d re t u rn lin e s o f t h e N o . 1
an d No. 2 hydraulic systems t o t h e o p p o s it e e n d s o f t h e a c t u a t in g c y f in d e r s .
The direction of actuating p is t o n mo v e me nis
t d e t e rmin e d b y t h e d ire c t i o n o f
ser vo control valve displac e me n t f ro m t h e n e u t ra l p o s it io n - E x t e n s io n a n d
r e tr action of the actuator p is t o n s a re t ra n s mit t e d b y b e llc ra n k s a n d p u s h r o d s
to the elevator torque tube s t o mo v et h e e le v a t o rs .
4 -2 L
4 E- 1 0 1
Th e m ain servo valve has a controlle d le a k a g e a rra n g e me n twh ic h p e rmit s a p pr o x i m ate'ly on e gallon of fluid per min u t e t o f lo w t h ro u g h t h e v a lv e wh e n t h e v al v e
is at th e v alve neutral position. T h is p ro v id e s a c o n t in u o u s s u p p ly o f wa r m
flu id to th e actuators, located i n t h e u n h e a t e de mp e n n a g et,o p re v e n t s lu g g i s h
o p e r a ti on of the power control as s e mb lya f t e r p e rio d s o f in a c t iv it y .
A p is t o n
a n d or ifi ce arrangementat one en d o f t h e ma in s e rv o v a ' lv e p ro v id e s a h y d ra u l i c
sn u b b in g and dampingaction to pro t e c t t h e v a lv e s a n d t h e s y s t e m f ro m t o o ra p i d
a ctua ti on .
P r essu r e r e'lief valves within the p o we r c o n t ro l a s s e mb lyp re v e n t a ir' lo a d s on
th e ele va tors from developing exc e s s iv e p re s s u re in t h e a c t u a t o rs a n d e x c e ss f v e
'load on tai I secti ons.
P ar ti a'l ,Emergency
and E mergencyOp e ra t io n (F ig u re 4 -2 9 )
T he ele va tors can be control1ed wit h a n y o f t h e t h re e h y d ra u lic s y s t e ms e n e r gi zi ng th e powencontro'l assembly ; h o we v e r, u s u a lly t wo h y d ra u lic s y s t e ms a r e
use d i n un ison, to provide uninte rru p t e d c o n t ro l o f t h e e le v a t o rs , if o n e o f
th e o p e r a ti ng systems should fail.
If o n e of these systems becomesin o p e ra b le , t h e c o rre s p o n d in g E L E V A T OSRY S
p o s f t io n .
c on tr o'l sw itch on the pilots' ove rh e a dp a n e l is p la c e d in t h e E ME R
T his ca u se s the inoperable hydraulic s y s t e m s h u t o f f a n d b y p a s s v a lv e t o c lo s e ,
the No . 3 hydraulic system shutoff a n d b y p a s s v a ' lv e t o o p e n , a n d t h e No . 3
hyd r a u lic system pumpsrelay to c lo s e t o s t a rt t h e No . 3 s y s t e m p u mp s . T h u s ,
the e m e r g e ncyactuator, poweredb y h y d ra u lic s y s t e m No . 3 , b e c o me so p e ra b le
to a id wh ichever system is still o p e ra t in g .
In case h ydraulic system No. 1 or No . 2 p re s s u re is ' lo s t t o t h e p o we r c o n t rol
p o s it io n .
asse m b ly, place the related eleva t o r p o we r c o n t ro l s wit c h in t h e E ME R
Th e air cr a ft can be safely flown a s lo n g a s a t le a s t o n e o f t h e e le v a t o r h y d r a u li c p o we r systems is functioning n o rma 1 1 y .
E le va tor Ar tificial
Feel S ystem (F ig u re s 4 -2 6 , 4 -2 7 )
The a r ti fjcia l
feel system includ e s a Q (F E E L ) s p rin g wh ic h h a s a n a d ju s t a b 'l e
a tta ch m e n t point on the elevator q u a d ra n t a s s e mb ly , a n d a mo t o r-o p e ra t e d Q
system a ctuator, also mountedon t h e q u a d ra n t a s s e mb ly . S ig n a ls f ro m CA DCN o . 1
e n e r g ize the motor of the Q syste m a c t u a t o r, s lid in g t h e p o in t o f Q -s p rin g
a tta ch m e n t on the quadrant to incre a s e o r d e c re a s e t h e f e e l p ro d u c e d b y t h e
sp r in g in a ccordancewith increas e s a n d d e c re a s e s in a irc ra f t a irs p e e d . L im i t
switche s d e energize the Q system a c t u a t o r mo t o r wh e n t h e Q s p rin g re a c h e s t h e
m in im u mQ o r maximum
Q position.
MinimumQ and maximumQ positions represent approximately 220 KCASand 380 KCAS
r esp e cti ve 'ly.
T he sig n a ls from No. 1 CA DCare m o d if ie d b y a p it c h ra t e a d a p t e r wh ic h o b t a i n s
power from the 26-vo1t AC bus through a PITCHRA T EA DA P TE X Cc irc u it b re a k e r o n
t he em e r g e ncycircuit breaker pane 1 .
4- 22
4 E- 10 1
A si gn al comparator, which rec e iv e s s ig n a ls f ro m a p o t e n t io me t e r in t h e Q s y s t e m
a ctua tor and signa'ls fnom CA DCNo . 2 , c o mp a re st h e a c t u a l v e rs u s t h e d e s i r e d
op e r a ti on of the Q system act u a t o r. I f a d is c re p a n c y e x is t s , t h e c o mp ar a t o r
de e n e r gizes the actuator, cau s in g t h e Q s p rin g t o b e h e ld in t h e p o s it io n i t
wa s i n at the time the discre p a n c y wa s d e t e c t e d . A lig h t o n t h e a n n u n c i a t o r
p a n e l i lluminates when the Q s y s t e m h a s b e e n d e a c t iv a t e d b y t h e s ig n a l c o m p a r a t o r .
A sw i tch on the pilots' forward o v e rh e a dp a n e ' l mo v e st h e f e e l s p rin g t o t h e L O - Q
p o siti on, if desired, when th e lig h t illu min a t e s .
El eva tor A rti f i cial Fee'l S elec t o r S wit c h
A th r e e -position (10-Q - NOR M
- RE S E T ),le v e r-lo c k t y p e e le v a t o r a rt if ic ia l
feel
sele ctor switch is located on t h e p ilo t s ' f o rwa rd o v e rh e a dp a n e l. I t c a n b e
use d to obtain the L0-Q feel v a ' lu e o f t h e a rt if ic ia l
f e e l s p rin g , in t h e e v e n t
of Q sy stem malfunction. P 'la c in g t h e s wit c h t o L 0 -Q re s u lt s in t h e q u a d r a n t
atta ch ment point of the Q spr in g b e in g d riv e n t o t h e L 0 -Q p o s it io n .
L O - Qp o s i p o s it io n a llo ws t h e mo t o r o f t h e Q
ti on i s approximately 220 K CA S . T h e NO RM
syste m actuator to be control le d b y s ig n a ls f ro m t h e CA DCin a c c o rd a n c ew i t h
p o s it io n is e f f e c t iv e o n ly w h e n t h e
th e changes in afrcraft airsp e e d . T h e RE S E T
a ir cr a ft is on the ground, by a c t u a t io n o f t o u c h d o wnre la y s .
Ele va tor Feel Malfunction Ligh t
An EL EVFE E LMA LFUNC
light on t h e a n n u n c ia t o r p a n e l in d f c a t e s a ma ' lf u n ct i o n e d
ar ti ficial
feel system. Illum in a t io n o f t h e lig h t in d ic a t e s t h a t a d is c r e p a n c y
b e tw ee nCA DCinput and follow -u p s ig n a ls h a s d e e n e rg iz e dt h e Q s y s t e m a c t u a t o r
a n d th e Q spring is being hel d in t h e la s t p o s it io n n e q u ire d b y t h e CA D Cp r i o r
to system ma'lfunction. The lig h t is c o n t ro ' lle d b y a s ig n a ' l c o mp a ra t o r i n c o r p o r a ted i n the system.
4-23
4E- 10 1
Ch a p t e r 3
SECONDARY
FLIGHTCONTROLS
P i tch Tr im System (Figure 4-30)
T he ho r izo n tal stabilizer is the p it c h t rim c o n t ro l s u rf a c e . P it c h t rim is
a cco m p lish edby moving the stabili z e r t o c h a n g et h e a n g le o f a t t a c k . T h e p it c h
t ri m sup p le mentselevator control b u t is c o mp le t e ' ly in d e p e n d e n to f e le v a t o r
c on tr ol m ovement.
M axim u m
tr i m limits are 4 degrees , a ' irc ra f t n o s e down; 8 degrees, aircraft
nose
u p with fla ps retracted. Maximu m
t rim limit s a re 9.5 degrees, aircraft
nose up,
wh e n fla p s are out of up position. A me c h a n ic a l stop is installed at the 4.5o
an d 1 0 .0" position. The system ha s t wo mo d e so f operation, and three modes of
c on tr ol .
The pitch trim system uses a jack s c re w a n d n u t a rra n g e me n ta s it s t wo mo d e so f
op e r a ti on . The jackscrew is driven b y a n E L E CT RIM0
C T 0 Ra n d p ro d u c e s s lo w
pitch
cha n g e s i n
trim. The nut is d riv e n b y a HY DRA UL M0
I C T 0 R,p o we re db y
hyd r a u f ic system No. 2, and cause s t rim c h a n g e sa b o u t f iv e t ime s a s f a s t a s t h e
ele ctr i c m ode.
Po siti on In dicator and Transmitter
T he p o siti on indicator is located o n t h e p ilo t s ' c e n t e r
in s t ru me n t p a n e 1 , a n d
i s calib r a ted in degrees of stabiliz e r t ra v e l f o r a irc ra f t n o s e u p a n d n o s e
do wn . Th e position transmitter is mo u n t e do n t h e limit s wit c h b ra c k e t a s s e m b l y
a n d is m e chanically linked to the ljmit s wit c h c a m b y a p o s it io n in g a rm a n d
1i nka g e r od .
Co n tr oI s
The r e a r e three pitch trim contro l mo d e s : e le c t ro -h y d ra u lic , h y d ra u lic a n d
ele ctr i c.
There are electric swit c h e s o n t h e o u t b o a rd g rip o f e a c h a ile ro n
c on tr ol wh eel for electro-hydraulic c o n t ro l, d le v e r o n e a c h s id e o f t h e c o n t r o l
con so le fo r hydraulic control, and o n e s e t o f e le c t rf c a l s wit c h e s o n t h e c o n t r o l
p ed e stal fo r electrical pitch trim c o n t ro l.
Ele ctr o- Hyd raulic P itch Trim S witc h e s
T w o ele ctr o- hydraulic pitch trim s wit c h e s , lo c a t e d o n t h e o u t b o a rd g rip s o f t h e
a i l er o n con trol wheels, operate a c o n t ro l s o le n o id , ro u t in g h y d ra u fic p re s s ur e
t o dr ive th e nut on the jackscrew . T h e s wit c h e s a re re c e s s e d t o p ro v id e a
g ua r d ag a in st inadvertent operatio n o f t h e s wit c h e s .
The se d u a l switches must be opera t e d s imu lt e n e o u s ly t o p ro v id e b o t h p o we r a nd
gr o u n d for one solenoid of an elec t ro -h y d ra u lic p it c h t rf m c o n t ro l v a lv e . T h i s
de e n e r g ize s the solenoid-operated s h u t o f f v a lv e a n d p o rt s h y d ra u lic p re s s u re
t o th e a p p r opriate side of the pitc h t rim h y d ra u lic mo t o r b y p o s it jo n in g t h e
m o d u la ti ng valve. The circuitry i s d e s ig n e d s o t h a t o p p o s in g s ' ig n a ls f ro m pi l o t
a n d cop ilo t cance'l each other. (F ig u re 4 -3 3 )
4-24
4 E- 10 1
To in iti ate electro-hydraulic a c t u a t io n o f p it c h t rim, t h e d u a l s wit c h e s a r e
pu sh e d up with the thumb for n o s e -d o wnt rim a n d p u lle d d o wn f o r n o s e -u p t r i m .
The sw j tches are spring-'loade dt o a c e n t e r (O F F ) p o s it io n .
Pi tch trim rate, when the sys t e m is a c t u a t e d b y t h e s e s wit c h e s , is 0 . 4 de g r e e s
pe r second. S witch operat'ion a u t o ma t ic a lly d is e n g a g e st h e a u t o p ilo t , if i t i s
o p e r a ti ng when the trim chang e is ma d e , re q u irin g t h e a u t o p ilo t t o b e re s e t .
No se - u ptrim is interrupted if a s t a ll s ig n a l is p re s e n t in t h e s t a ll p r e v e n t i o n
system .
Hyd r a u lic P itch Trim Lever (F ig u re s 4 -3 1 , 4 -3 2 )
A hyd r au'l'icpitch trim lever is lo c a t e d o n e a c h s id e o f t h e c o n t ro l c o n so l e
ju st b e low and outboard of ea c h s e t o f t h ro t t le le v e rs . A f lo w c o n t ro J v a l v e
o p e r a ted by a mechanical cabl e s y s t e m f ro m t h e s e c o n t ro l le v e rs d e t e rmin e s t r i m
d ir e cti on and provides a max imu m
t rim ra t e o f 0 . 4 d e g re e s p e r s e c o n d . H y d r a u l i c
po we r is available on'ly when t h e e le c t ric a l s wit c h e s , in c o rp o ra t e d o n t he t r i m
le ve r s, are depressed.
D ep r e ssing the lever switch, o r a ma in DC p o we r f a ilu re , d e e n e rg iz e s t h e
so le n o id-operated shutoff val v e a n d p o rt s h y d ra u f ic p re s s u re t o t h e f lo w c o n t r o l
va lve , permitting hydraulic o p e ra t io n o f t h e s y s t e m b y t h e le v e rs . Wh e nt h e
a u top ilot pitch axis is engag e d ,mo v e me not f t h e h y d ra u lic p it c h t rjm lev e r w i l l
d 'ise n g agethe autopilot, requ irin g t h e a u t o p ilo t t o b e re s e t .
El ectr i c al
P itch Trim S witche s
Tw o e le ctrical pitch trim sw'it c h e sa re lo c a t e d o n t h e lo we r c e n t e r p o rt ion o f
the co n trol pedestal. The du a l s wit c h e s mu s t b e o p e ra t e d s imu lt a n e o u s l y t o
p r o v'id e both power and ground t o u p o r d o wnc lu t c h e s in t h e t rim p o we r un i t .
Fo r e le ctrical actuation of pit c h t rim, b o t h s wit c h e s a re mo v e du p f o r no s e - d o w n
tr i m o r down for nose-up trim. T h is is a c c o mp lis h e db y e n g a g in g o n e o f t h e t w o
cou n ter -rotation clutches to d riv e t h e ja c k s c re w. T h e s wit c h e s a re s p ri n g - l o a d e d
to a ce nter (0FF) position.
Pi tch trim rate, when the sys t e m is a c u t a t e d b y t h e s e s wit c h e s , is 0 . 0 8 d e g r e e s
p e r second. If the autopilot p it c h a x is is e n g a g e d ,t h e s wit c h e s a re ino p e r a ti ve, a nd the autopilot must b e d is e n g a g e dt o o p e ra t e t h e e le c t ric a l p it c h t r i m
system.
El ectr i c al
P itch Trim Disconn e c t B u t t o n s
A TR IMDIS C button on the inbo a rd g rip o f e a c h a i' le ro n c o n t ro l wh e e l p ro v i d e s
d isco n nect, through relays, o f e le c t ric a l a n d e le c t ro -h y d ra u lic p it c h t ri m i n
the e ve nt of a runway trim con d it io n .
Pr essin g the button disconnec t s p wo e r f ro m t h e e le c t ric a l p it c h t rim mo t o r a n d
the m agnetic c'lutches, and dis c o n n e c t s p o we r f ro m t h e e le c t ro -h y d ra u ' l' ic p ' i t c h
tr im co ntrol valve.
4-25
4E- 10 1
Hyd r a u lic pitch trim will
tr i m le ve r s.
Ele ctr i cal
still
b e a v a ila b le t h ro u g h u s e o f t h e h y d ra u lic pi t c h
and E lectro-Hydnaulic P it c h T rim Re s e t S wit c h
A TR IM R ES E Tswitch will restore p o we r t o e it h e r t h e e le c t ric a ' l o r t h e e le c t r o h yd r a u lic pitch trim system after t h e T RI MDI S C b u t t o n h a s b e e n d e p re s s e d . T h e
switch ha s three positions: E LEC,E L E CHY D,a n d a n u n ma rk e d ,s p rin g -' lo a d ed
cen ter OFFposition.
The switch is held momentarily in t h e E L E Cp o s it io n t o re s t o re e le c t ric p it c h
tr im afte r a disconnect of electr ic p it c h t rim. T h is is a c c o mp lis h e db y
r ee n e r g izing the electric pitch t rim mo t o r a n d c lu t c h e s . T h e s wit c h is h e l d
m o m e n tar ily in the E LE CHY Dposi t io n t o re s t o re e le c t ro -h y d ra u ' l' ic p it c h t rim
afte r a disconnect of the electro -h y d ra u lic p it c h t rim. T h is s ig n a l re e n e r g i z e s
th e pitch trim control valve.
If th e pitc h trim system has bee n d f s c o n n e c t e dt h ro u g h u s e o f t h e T RI MDI S C
b u tto n , r e setting of only one mo d ewill n o t re s t o re o p e ra t io n o f t h e o t h e r m o d e .
Bo th m od e s, E LE Cand E LE CHY D,mu s t b e re s e t t o re s t o re b o t h mo d e so f o p e ra t i o n .
Win g Fla p System (Figure 4'34)
Win g fla p s are used to change the re la t iv e ly lo w-lif t win g n e e d e df o r h ig h s p e e d
flig h t to a high-1ift wing neede df o r s lo w la n d in g a n d t a k e o f f s p e e d s . T h i s i s
a cco m p lishedby changing the cam b e ra n d a re a o f t h e win g . T h e f la p s a re d o u b l e s'l otte d Fowler-type and consist o f t wo s e c t io n s o n e a c h win g . T h e y a re e x t e n d e d
or r etr acted by jackscrew actuat o rs o p e ra t in g f ro m a t o rq u e t u b e d riv e wh ic h i s
co n n e cted to a gear box driven b y t wo h y d ra u lic mo t o rs p o we re db y No . 2 a n d
No .3 syste ms.
Po siti on Indicator
Th e w i ng flap position indicator is a 2 8 v o lt DC S e ls y n -t y p e lo c a t e d o n t h e
pilo ts' center instrument pane'|. T h e in d ic a t o r is c a lib ra t e d in p e rc e n t o f
tr ave l in increments of ten perc e n t . (1 0 0 %e q u a ls 4 9 t 1 d e g re e s . ) T h e t ran s m i tter is located on the gearbox o u t p u t d riv e . P o we rf o r t h is s y s t e m c o mes
fr o m th e 28 vdc bus.
Wing F'l ap Lever (Fi gure 4'34)
The w i ng flap lever, on the contro ' l p e d e s t a l, h a s t h re e d e t e n t lo c k p o s it io n s ,
pla ca r d e d : FLA P SUP , TA K E 0FF-A P P ROaAnCH
d L A NDI NG .A d d it io n a l ma rk in g s a r e
pr o vid e d for the 25 percent (of f u lly e x t e n d e d ) a n d 5 0 p e rc e n t p o s it io n s . A n y
pe r ce n tag e of fully extended flap s c a n b e s e le c t e d wit h t h e le v e r. A s p rin g l oa d e d fr iction brake locks the le v e r in p o s it io n o n c e a s e le c t io n h a s b e e n
ma d e . Th e aft edge of the lever k n o b mu s t b e t ilt e d u p wa rdt o re le a s e t h e b r a k e .
In co n ju n ction with the flap 1ev e r, t h e re is a lo c k o u t s o ' le n o id c o rrt ro l' le d b y
th e sp o ile r lever. It adds appr o x ima t e ly 5 0 p o u n d s o f f o rc e t o t h e f la p h a n d ' l e ,
an yti m e the spofler lever is out o f t h e c lo s e d p o s it io n in f lig h t wit h t h e f l a p s
l eve r i n the up position.
4-26
4E- 10 1
Fl ap D rive Gearbox (Fjgure 4-3 6 )
Th e fla p drive gearbox is loc a t e d o n t h e a f t s id e o f t h e re a r win g b e a m . M o s t
of th e c omponentsin the flap s y s t e m a re in s t a lle d o n t h e g e a rb o x a s s e m b l y .
C on tr ol S elector V alve
The selector valve is a tandemv a lv e wh ic h p ro v id e s a s y n c h ro n iz e d f lo w f r o m
ea ch hydraulic system to the f ' la p d riv e mo t o rs . T h e v a lv e h a s a n o rif ic e- t y p e
da m p e rto contro'l the rate of p ilo t in p u t mo t io n , wh ic h p re v e n t s e x c e s s i v e s u r g e s
i n th e system.
H ydr a u lic Motors (Figure 4-3 8 )
Tw o id e ntical motors installed o n t h e g e a rb o x d riv e t h e f la p s u p o r d o w n i n 1 5
seco n d s. If only one system is u s e d , t h e f la p s wil' l t ra v e ' l a t h a lf s p e e d o r
ta ke 30 seconds for full trav e l in e it h e r d ire c t io n .
E a c h mo t o r h a s a b r a k e
wh ich i s released by hydrauli c p re s s u re a n d a p p lf e d b y s p rin g s .
M a n u a l Shutoff V alve
M o u n tedon the gearbox is a m a n u a lly o p e ra t e d s h u t o f f v a lv e wh ic h s h u t s o f f b o t h
syste m pressures for mainten a n c e ,s e rv ic in g , o r t o is o la t e t h e s y s t e m in f l i g h t .
To op e rate, pull downon hand ' lea n d ro t a t e 1 8 0 d e g re e s t o t h e c lo s e d d e t e n t
po si ti on.
M a n u a l Isolation S hutoff V alv e
Th e m a nual isolation shutoff v a lv e is ' lo c a t e d t o t h e rig h t o f t h e g e a rbo x i n
th e N o. 3 system pressure line a n d p ro v id e s a me a n so f g ro u n d t e s t in g t h e f l a p s
on N o. 2 system through the in t e rc o n n e c t v a ' lv e . I t ma y a ls o b e u s e d in f l i g h t
to iso late the No. 3 hydrauli c s y s t e m.
Fl ow C ontrol Regulator (10 GP M)
The r e is one flow control regu la t o r in e a c h re t u rn ' lin e t o p re v e n t o v e r'l o a d i n g
of either system and overspee d in go f t h e h y d ra u lic mo t o rs .
Lim it Switch A ssemb]y (Figur e 4 -3 5 )
The r e are three limit switches c o n t a in e d in a s in g le h o u s in g d riv e n b y t h e 1 e f t
ha n d i nboard flap panel. The F u ll Up S wit c h (0 % f la p s ) c o n t ro ls t h e s p o i l e r
l ocko u t mechanism. The 20 De g re eS wit c h (4 5 % f la p s ) in c re a s e s t h e a u t o p i ' l o t
g a in fo r nose down trim to pr e v e n t b a llo o n in g a s f la p s a re e x t e n d e d . T h e 3 4 o
Takeoff and Appfoach Switch (75% flaps) is one of the items that comptffie
ci r cuit to the green TA K E 0F F
lig h t o n t h e p ilo t ' s in s t ru me n t p a n e ' |.
4 -2 7
4E-10 1
Asymmetry System
(Figure 4-39)
The asymmetry system compares the movement of the f'lap panels symmetrically
(outboard to outboard, etc.), and stops flap movement if either set of pane'ls
get out of synchronization 3 degrees or more. After an asymmetry condition and
shutoff has occurred, it cannot be reset in flight.
Flap Asymmetry Light
A FLAP ASYMlight on the annunciator panel illuminates if the flap asymmetry
system has caused the flaps to be locked.
The light also illuminates if a
malfunction causes at least one of the solenoid-operated, spring-loaded torque
Illumitube brakes to engage, or causes the asymmetry shutoff valve to close.
may
or
m ay
nation of the light indicates only that the flaps are locked; they
not be in an asymmetric condition.
Asymmetry Detectors
There is one asymmetry detector for each flap panel which is driven by a sprocket
and chain from the flap panel itself.
Each one sends a comparison signa'l to the
computer amplifier which compares the signals and trips the shufoff valve to the
An asymmetry brake on the outflap motors if an asymmetrical conditjon exists.
board end of each torque tube is also applied by the computer amplifier when an
asymmetrica'l condit'ion exists, locking the torque tube.
Resetting of the brakes
ground
on1y. The asymmetry detectors are located at
can be accomplished on the
the inboard track of each flap sect'ion.
Broken Cabl e Detector
T h e br o ke n c able detector is at th e in p u t q u a d ra n t t o t h e f la p d riv e g e a rb ox o n
th e cab le from the flap'lever.
Sh o u ld t h e c a b le b re a k , t h e d e t e c t o r wo u ld
tr ig g e r th e solenoid-operated shut o f f v a lv e , c u t t in g t h e p re s s u re o f f f ro m b o t h
th e N o. 2 and No. 3 systems, stop p in g t h e f la p s a n d p re v e n t in g u n c o n t ro lla b l e
fl ap op e r a tion. In this case, th e a s y mme t ryt o rq u e t u b e b ra k e s s h o u ld n o t b e
tr i gg e r e d .
Fla p Asym metryTest P anel and Ligh t s
In the APUcompartmentis a test panel whereby the asymmetrysystem can be
te sted fo r malfunctions. It is als o u s e d wh e n re s e t t in g t h e s y s t e m a f t e r a n
asym m e tr yc ondition has ex'isted.
N0 TE: 0 p e ration of the TE S Tswitc h wit h t h e DE F E A sTwit c h in t h e N0 RMp o s jti o n
wfl l result in tripping of t h e t o rq u e t u b e b ra k e s a n d c lo s jn g o f t h e
shu toff valve, and will re q u ire ma n u a l re s e t t f n g o f t h e f la p a s y mme t r y
system.
4-28
4E- 10 1
Fl ap SystemFailure
Fl ap system malfunctions can res u lt f ro m lo s s o f e le c t rjc a l
hyd r a u lic power or asymmetrica l o p e ra t io n .
p o we r, lo s s o f
Lo ss of electrical power to the f la p a s y mme t ryd e t e c t io n s y s t e m wi' ll b e in d i ca ted b y illumination of the F L A PA S Y MDE T lig h t o n t h e a n n u n c f a t o r p a n e 1 . T h e
fla p s w i ll continue to operate a f t e r jllu min a t io n o f t h e F L A PA S Y MDE Tlig h t ,
b u t w i th out protection against a n a s y mme t ric a ' cl o n d f t io n .
R ese ttin g W ing F'lap A symmetryS y s t e m
NO TE: Placing the povrerselec t s wf t c h t o O F Fp rio r t o s h u t d o wno f t h e A PUw i l l
p revent tripping the win g f la p s a s y mme t rys y s t e m. I f t rip p in g s h o u ' l d
o ccur, it will be neces s a ry t o re s e t t h e s y s t e m in a c c o rd a n c ewit h t h e
p rocedures listed below.
If tr i pp ing of the wing flap as y mme t rys y s t e m o c c u rs , re s e t t h e s y s t e m a s f o l l o w s :
1.
Clo se Manual S hutoff V alv e .
2.
(in t h e A P Uc o mp a rt me n t )t o DE F E A T .
Position the DE FE A switch
T
3.
M a nually reset both flap driv e a s y mme t ryb ra k e s in t h e win g s .
4.
M a nually reset the hydraulic s h u t o f f v a lv e a t t h e d riv e g e a rb o x . T h e n
r e set the computer amplif ie r f ro m t h e win g f la p a s y mme t ryt e s t p a n e l b y
assuring the TE S Tswitch is ' in N0 RMa n d h o ld in g t h e RE S E Ts wit c h in R E S E T .
5.
The flaps asymmetrydetec t io n s y s t e m is re s t o re d t o n o rma l b y re le a s i n g
th e RE S E Tswitch and p'lac in g t h e DE F E A sTw' it c h t o NO RM.
6.
0 p e n Manual S hutoff V alve.
tfJ
/ti '
l :/\, lti;,,
. t'
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J
J,.,7/!- 1.,:/1- p
/' t[r "
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l'- l i ,
, .,.;
,r - ,' - '1r :.'
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'4-
Win g Sp o iler S ystem (Figure 4-4 0 )
Th e spo ilers are used to reduc e s p e e d , s h o rt e n la n d in g g ro u n d ro 1 1 a n d in c r e a s e
r ate o f descent.
The r e a r e thirty-six spoiler pa n e ls o n t h e win g s ; e ig h t e e n u p p e r a n d e jg h t e e n
lo we r . T here are five upper an d f iv e lo we r p a n e ls o n t h e in b o a rd win g s e c t i o n
o f e a ch wing, and four upper an d f o u r lo we r p a n e ls o n t h e o u t b o a rd win g se c t f o n
of e a ch wing.
All sp o ilers are extended at the s a mera t e a n d a t t h e s a met ime t o p ro d u c e a e r o dyn a m ic drag and reduce wing lif t .
Spoilers are operated by hydrau'lic systems No. 2 and No. 3 through a dual-power
control assembly, located on the rear wing beam where the trailing
edge starts
to sweep back. Each dual-power control assemb'ly has two actuators connected to
push-pull rods for inboard and outboard spoiler operation.
Each spoiler pane'l
is fndividually
connected to the pushpull rods by cable and quadrant assemblies.
4-29
4 E- 10 1
Co n tr ol of the spoilers is manu a 1 ,wit h a n a s y mme t rys y s t e m t o p re v e n t u n ev e n
o p e r a ti on during initial extens io n . A s y mme t ryp ro t e c t ' io n is p ro v id e d f o r o u t b o a r d spo ilers only.
Spo ile r DeploymentLimits
Spo i'le r p anel deflections are li mit e d in t h e e x t re me o p e n a n d c lo s e d p o s iti o n s
b y m ech a nical stops in both ends o f t h e in b o a rd a n d o u t b o a rd c y lin d e rs . 0 n t h e
g r o u n d , the upper panels open to 9 0 d e g re e s a n d t h e lo we r p a n e ls t o 8 6 d e g r e e s .
In flfgh t, the upper panels open t o 2 7 d e g re e s a n d t h e lo we r p a n e ls t o 5 9 d e g r e e s .
Spo il er Indicators
O ne i nd icator with dual pointers a n d a f la g is in s t a lle d o n t h e p ilo t s ' c e n t e r
i nstr um e n t pane1. The pointers a re ma rk e d L a n d R, a n d t h e d ia l f a c e is m a r k e d
C L0 SED
a n d GRD. The flag is ma rk e d L O CK EaDn d UNL K D. T h e p o in t e rs a re f o r
i nb o a r d spoilers 0NLY .
A 2 - SP0 ILE RINOPand a 3-S P 0ILERI NO Plig h t o n t h e a n n u n c ia t o r p a n e l in d ica t e
th e con d ition of the system.
Sp o ile r Control Lever (Figure 4-4 0 )
Th e sp o iler control lever js loc a t e d o n t h e c o n t ro l p e d e s t a l b e t we e nt h e f l a p
le ve r an d the pilots'throttles.
I t is c o n n e c t e d t o t h e s p o ile r c a b le s e r v o b y
p u sh r o d s. The control lever ha s t h re e d e t e n t s : CL 0 S E D,F L I G HTL I MI T a n d
position is f o rwa rd o f a n d s p rin g -lo a d e d t o t h e CL OS E D
G R OUND.S poiler RE S E T
p o si ti on .
To pr e ve n t inadvertent operation o f s p o ile rs wh ile f la p s a re e x t e n d e d , a loc k o u t so le n oid controlled by the f la p -u p limit s wit c h a d d s a p p ro x ' ima t e ly5 0 p o u n d s
fo r ce to the spoiler lever when t h e f la p s a re o u t o f t h e f u ll u p p o s it io n .
M ove m e nof
t the spoiler control le v e r o u t o f t h e CL 0 S E D
p o s it io n a u t o ma t ic a l l y
sta r ts h ydraulic system No. 3 pu mp s ,wh e n h y d ra u ' lic s y s t e m No . 3 is n o t p r e s sur ize d and the pumpsare not op e ra t in g .
Spo ile r Cable S ervo (Figures 4-4 0 t h ru 4 -4 3 )
The spo iler cable servo is locat e d u n d e r t h e c o n t ro l p e d e s t a l a n d is u s e d f o r
sm o o th o p eration and to reduce p ilo t e f f o rt f o r s p o ile r c o n t ro l. Mo v e menot f
the spo iler control lever positi o n s t h e c o n t ro l v a lv e s , a llo win g h y d ra u ' lic
system s No. 2 and No. 3 pressur e t o d riv e a s in g le -1 o o p c a b ' le ru n , wh ic h po s ' i tio n s the selector valves in the d u a l-p o we r c o n t ro l a s s e mb lie s f o r s p o ile r
op e r a ti o n .
4- 30
4 E- 10 1
Spo ile r Dual-P owerControl A ss e mb lie s (F ig u re s 4 -4 6 , 4 -4 7 )
The d u a l-power control assemb lie s a re lo c a t e d o n t h e re a r win g b e a ma t t h e j u n c ti on o f inboard and outboard s p o ile r p a n e ls . E a c h a s s e mb ' lyc o n t a in s t wo d u a l tan d e mactuating cylinders, ma in a n d a u x ilia ry , wh ic h o p e ra t e in b o a rd a n d o u t b o a r d p ush-pu1l rods.
In flig h t, with the landing gea r c o n t ro l le v e r in t h e G E A RUP p o s it io n , b o t h
hyd r a u lic systems No. 2 and No . 3 d riv e a l1 s p o ile r p a n e ls o p e n o r c lo s e d.
With th e landing gear control le v e r in t h e G E A RDN p o s it io n , h y d ra u lic s y s t e m
No . 2 pr essure drives the inboa rd s p o ile r p a n e ls , wh ile h y d ra u lic s y s t e m N o . 3
p r e ssu r e drives the outboard s p o ile r p a n e ls .
In th e event either hydraulic s y s t e m f a ils , b o t h in b o a rd a n d o u t b o a rd s p o i l e r
p a n e ls will automat'ica11yopera t e f ro m t h e re ma in in g h y d ra u lic s y s t e m a t a
r ed u ce d rate of speed.
Bl ow D ownS ystem
R elie f v alves in the spoiler s y s t e m p re v e n t s t ru c t u ra l d a ma g ewh e n e x c e s s j v e
a- ir lo a d s occur on spoiler surf a c e s . B lo w-d o wno c c u rs a t 2 5 0 K CA So r a b o v e .
r ,l ,- r xim um
airspeed operation is 3 5 0 K CA So r 0 . 7 5 Ma c h .
SpoiI e.r!:.ymmetry@.
(Figure 4-44)
Th e 2 SP OII-E R
INOPand 3 S P 0I L E RI N0 P lig h t s a re lo c a t e d o n t h e a n n u n c iat o r
p a n e 1 . T he lights illuminate wh e n t h e s o le n o id -o p e ra t e d a s y mme t ryp ' i1 o t v a l v e s
s wit c h , t h e
ar e de e nergized by either the a s y mme t ryd e t e c t o rs , t h e E ME RRE T RA CT
p
ro t e c t i o n .
p
o
we
r
t
h
ro
u
g
h
t
h
e
c
irc
u
it
EM ER
O FF swiLch, or a loss of e le c t ric a l
Illu m in a tion of only one light in d ic a t e s t h a t a n e le c t ric a l
occu r r e d in the hydraulic syste m a s y mme t ryc o n t ro l c irc u it .
r em a in fully operational with o n e lig h t illu min a t e d .
ma 1 f u n c t io n h a s
T h e s p o ile rs w i l l
Bo th lig hts illuminated indicat e t h a t a n a s y mme t ricc o n d it io n h a s o c c u rre d , a n d
hyd r a u lic pressure has been rou t e d t o c lo s e t h e s p o ile rs . P la c in g t h e s p o i l e r
l eve r to RE S E T
extinguishes the lig h t if t h e y h a v e illu min a t e d a s a re s ul t o f
an
a symmet r ic
c ondit ion.
Z/ 2"
oit7t-/ /i-
't i \ / , i
- , '. ', ; i
, / L
3 . , , - t 's t N 7 - F
c F a - ,r ."'E
::";.
EmergencyRetract, EmergencyOff Switch
A th r e e - position E ME RRE TRA C TN0
, RM,E ME R
O F Fs wit c h o n t h e c o n t ro l p e d e s t a l c a n
be use d to retract the spoi'lers if t h e y c a n n o t b e re t ra c t e d wit h t h e s p o i ' l e r
I eve r .
The EM E RRE TRA CT
is a spring-lo a d e d mo me n t a ryp o s it io n a n d s imu ' la t e s a n a s y m m e tr ica l c ondition which deenerg iz e s t h e s o le n o id -o p e ra t e d a s y mme t ryp ilo t v a l v e s
on th e No. 2 and No. 3 hydrau lic s y s t e ms t o re t ra c t t h e s p o ile rs . T h e S P O I L E R
IN 0P lig hts will illuminate an d a ll mo d e so f o p e ra t io n will b e in o p e ra t iv e
p o s it io n .
un tfl th e spoiler 'lever is mo v e dt o t h e RE S E T
4- 31
4 E-10 1
Th e EM ER
OFFposition is a lever-lo c k e d p o s it io n , a n d wit h t h e s p o ile rs c los e d ,
pr
e
vent
dep'loymentof the s p o ile rs , e it h e r ma n u a lly o r a u t o ma t ic a lly .
will
H ydr a u lic systems No. 2 and No. 3 a re s h u t o f f a t t h e s p o i' le r a c t u a t o rs t h r o u g h
I N0 P
th e in le t shutoff and bypass val v e s . T h e 2 S P 0 I L E RI NO Pa n d 3 S P O I L E R
placed
is
s
wit
c
h
t
h
e
d
e
p
lo
y
e
d
wh
e
n
a
re
s
p
o
ile
rs
If the
lig h ts also illuminate.
s
p
oi l e r
t
h
e
p
o
we
r
o
f
f
a
t
is
s
h
u
t
position,
s
y
s
t
e
m
hydra
u
lic
only No. 2
i n th is
f
rlh
e
nt h e
t
h
e
s
p
o
ile
rs
.
c
lo
s
e
0
N
t
o
re
ma
in
s
syste
m
actua tor s. No. 3 hydrau'l'ic
s
p
o
ile
r
s
I
f
t
h
e
o
f
f
.
s
h
u
t
is
a
u
t
o
ma
t
ic
a
l'
ly
spo ile r s c lose, the No. 3 system
e
n
e
rg
ize
d to
a
u
t
o
ma
t
ic
a
lly
position,
a
g
a
in
3
is
No
.
s
y
s
t
e
m
m ove fr om the closed
p
o
s
it
io
n
,
t
he
O
F
F
in
t
h
e
a
re
s
wit
c
h
e
s
3
c
o
n
t
ro
l
No.
If
the
system
cl ose th e m.
A NDL O CK EpDo s it io n .
pu m p sw i l l stop when the spoiler s re t u rn t o t h e CL 0 S E D
position, normal spoile r c irc u it ry
In th e N ORM
m ay be op erated after resetting.
is re s t o re d , a n d t h e s p o i' ler s
AsymmetryTest Panel
This p a n e l on the copi'lot's side c o n s o le is u s e d t o t e s t t h e c irc u it
w i th o u t tr iggering the asymmetrys y s t e m.
a n d li g h t s
U nd e r Spo iler S peedLight
warn in g lig h t o n t h e a n n u n c ia t o r p a n e ' l will illu m i S P LRS P E E D
A sp o ile r UNDE R
n o t e will s o u n d o n t h e u n d e r s p o ile r s p ee d
warning
an
intermittent
na te, a n d
th
e
h e a d s e t s , u n d e r t h e f o llo win g c o n d it io n s:
through
system
a u d ib le warning
( 1)
( 2)
A rming or removing the s p o ile r le v e r o u t o f CL O S EpDo s it io n .
A stall signal present in t h e s t a ll p re v e n t io n s y s t e m c irc u it s .
Lo ss o f Electrical
P ower
Sp o ile r s are inoperative with los s o f ma in DC e le c t ric a l
4=32
p o we r-
4 E- 10 1
Ch a p t e r 4
GEAR
L A NDI NG
L a n d in g Gear S elector V alves ( F ig u re s 4 -4 8 t h ru 4 -5 0 )
The th r e e -position four-way sel e c t o r v a lv e s a re 2 8 -v o lt DC s o le n o f d c o n t ro l l e d
an d h yd r aulical'ly positjoned. Ma n u a l o v e rrid e b u t t o n s p ro v id e ma n u a l c o nt r o l i n
th e eve n t 28-volt DC power is l o s t . T h e d o o r 1 o c k , g e a r d o wn lo c k , a n d t h e M L G
se le ctor valves are all located in t h e No . 2 h y d ra u lic s e rv ic e c e n t e r. T h e N L G
se le ctor valve is located in the le f t u n d e rd e c ka re a u n d e r t h e a u t o p ilo t " J " b o x .
L a n d in g Gear Control P anel
The la n d ing gear control panel is lo c a t e d o n t h e rig h t s id e o f t h e p ilo t s ' c e n t e r
in str um e nt pane1. The two-posit io n (UP -D0 WN)
la n d in g g e a r c o n t ro l h a n d le i s
ele ctr i cal'ly connected to all o f t h e g e a r s o le n o id -o p e ra t e d s e le c t o r v a lv e s .
A 28 - vo lt DC, solenoid-operated lo c k in g me c h a n is mp re v e n t s mo v e me not f t h e l a n d in g ge a r lever from the D0l'lNpo s it io n u n t il t h e ma in la n d in g g e a r s t ru t s ar e
fu 1 ly extended aften takeoff. T h e c irc u it s c o n t ro lle d b y t h e la n d in g g e ar l e v e r
r ece ive 28-volt DC power from t h e I s o la t e d DC B u s t h ro u g h a L A NDI NG
G E A RC O N T
ci r cuit breaker on the f'light e n g in e e r' s No . 3 c irc u it b re a k e r p a n e 1 . A m a n u a l
r ele a se , adjacent to the landing g e a r le v e r, c a n b e u s e d t o re le a s e t h e lo c k i n g
m ech a n ismin case of electrical ma lf u n c t io n .
L a n d in g Gear Warning Lights
Tw o r e d warning lights in the l a n d in g g e a r c o n t ro l h a n d le will illu min a t e w h e n
th e l an d ing gear control handle is p la c e d t o D0 WN,a n d will re ma in illu min a t e d
un ti l all landing gear are down a n d lo c k e d . T h e lig h t w' i1 1 a ls o illu min a t e
wh e n th e landing gear control h a n d le is p la c e d t o UP , a n d will re ma in illu m i na ted u n til all landing gear are u p a n d lo c k e d . T h e wa rn in g lig h t will il l u m i na te if a throttle is retarded t o a p p ro x ' ima t e lyo n e in c h f o rwa rd o f I DL E S T A R T
po siti on and all landing gear a re n o t d o wna n d lo c k e d . T h e lig h t will a lso
illu m in a te if one or both MLGd o o r u p lo c k s a re n o t lo c k e d , o r if t h e re is a b a d
M LGdo o r uplock micro-switch.
L a n d in g Gear Warning Horn
A w ar n in g horn, located in the f lig h t s t a t io n , will a ls o s o u n d if a t h ro t t l e i s
r etar d e d to approximately one in c h f o rwa rc l o f I DL E S T A RTp o s it io n a n d a ll l a n d in g ge a r s are not down and locke d . P re s s in g t h e H0 RNS I L E NCE
button on the
la n d in g gear control panel will c a u s e t h e h o rn t o s ile n c e , b u t t h e lig h t i n t h e
ha n d le w i ll remain illuminated u n t il t h e t h ro t t le is a d v a n c e do r a l1 g e a r a r e
do wn an d locked.
The wa r n ing horn will sound if t h e f la p control handle is p.laced to the LANDING
po siti on and all gear are not d o wna n d locked. The horn silence button will
no t si l en ce the horn if it soun d s u n d e r this condftion.
4-33
4 E- 10 1
La n d in g G ear W arning Horn Cut-O u t S wit c h a n d O n lO f f L ig h t
A tw o- p o sition ("N0RMA L'|,
"OFF " ) g e a r-u p wa rn in g h o rn c u t -o u t t o g g le s wit c h i s
l oca ted o n the copilot's paradro p a n d A DSp a n e 1 . Wh e nt h e s wit c h is in t h e
position, the horn wi'll o p e ra t e in it s n o rma l ma n n e r. Wh e nmo v edt o
"NO R M AL"
th e "O FF" position, the horn will n o t s o u n d e x c e p t wh e n t h e win g f la p le v er i s
m o ve dto the "Landing" position wh e n t h e la n d in g g e a r is n o t d o wn a n d lo c ke d .
Th e 0 N,/0 FF1ight, 'located just be lo w t h e s wit c h , illu min a t e s wh e n t h e t o g g l e
switch i s movedto the rr0FF'rpos it io n , a n d t h e lig h t is o u t wh e n t h e t o g g ' l e
switch i s f n the '|NORMA pos
L" i ti o n .
L a n d in g G ear P osition Indicators
Th r e e 2 8 - volt DC flag-type posit io n in d ic a t o rs , lo c a t e d a b o v e t h e la n d in g g e a r
le ve r , sh ow the position of each la n d in g g e a r. A min . ia t u re wh e e l a n d t ire f l a g
in d ica tes gear down and locked, a n UP f ' la g in d ic a t e s g e a r u p a n d lo c k e d , a n d a
bla ck a n d yellow striped flag in d ' ic a t e s t h e g e a r is n e it h e r u p a n d lo c k e d n o r
d o wn a n d locked. Limit switche s , a c t u a t e d b y mo v e me not f t h e la n d in g g e a r t o
the d o wn -and-lockedor up-and-l o c k e dp o s it io n s , c o n t ro l t h e p o s it io n in d ic a t o r s .
Powe r fo r operation of the indic a t o r is s u p p lie d f ro m t h e I s o la t e d DC B u s
th r o u g h a LA NDING
GE A RP OSIND c irc u it b re a k e r o n t h e No . 3 c irc u it b re a k e r p a n e l
Wa r n in g L ight and Horn Test S wi t c h
The wa r n fng light and horn test s wit c h is lo c a t e d o n t h e la n d in g g e a r c o n tr o l
p a n e l an d is used to test the la n d in g g e a r wa rn ' in g lig h t a n d h o rn s y s t e m.
Axl e ( Bog ie) B eamP osition Indic a t o r
A 28 - vo lt DC flag-type bogie pos ' it io n in d ic a t o r f o r e a c h o f t h e ma in g e a r b o g i e s
is lo ca ted on the pilots' center in s t ru me n t p a n e 1 . A min ia t u re wh e e l a n d t i r e
fla g in d icates the associated bo g ie is jn t h e p o s it f o n re q u ire d f o r )a n d in g .
( Wi th in 50 perpendicular to the ma in g e a r s h o c k s t ru t . )
A b la c k a n d y e 1 1 ow
str ip e d flag indicates the bogie is e it h e r in t ra n s it o r is u p . L imit s w'i t c h e s ,
a ctua ted by movementof the bog ie s , c o n t ro l t h e p o s it io n in d ic a t o rs . P o we r f o r
o p e r a ti on of the indicators is s u p p lie d f ro m t h e I s o la t e d DC B u s t h ro u g h a B 0 G E Y
PO SIN D circuit breaker on the f' lig h t e n g in e e r' s No . 3 c irc u it b re a k e r p a ne 1 .
N ose La n d ing Gear (Figure 4-53)
Th e n o se l anding gear assemblyre t ra c t s f o rwa rd in t o t h e n o s e s e c t io n . T he
a sse m b lyc onsists of an air-ojl s h o c k s t ru t , a n a x le , t o rq u e a rms , a d ra g l i n k
a n d up - d o wnlock assembly, an ac t u a t in g c y lin d e r, t h e wh e e ls a n d t ire s .
Th e
sh o ck str u t cy'linder has a trunnio n b y wh ic h t h e n o s e g e a r is mo u n t e dt o st r u c tur a l pil1 ow blocks on each side o f t h e wh e e l we ll. T h e n o s e g e a r is lo c k ed i n
e ithe r the up or downposit'ion b y a n u p -d o wnlo c k in c o rp o ra t e d in t h e d ra g 1 i n k .
4-34
4 E- 10 1
N ose La nding Gear Doors
The n o se landing gear doors en c ' lo s et h e n o s e wh e e l we ll wh e n t h e g e a r is i n t h e
r etr acted position. The doors o p e n a n d c lo s e b y t h e o p e ra t io n o f t h e n o s e
l an d in g gear through a system o f a d ju s t a b le p u s h ro d s a n d b e llc ra n k s . T h e d o o r s
co n sist of two clam-shell door s c o v e rin g t h e f o rwa rd s e c t io n a n d o n e s in g l e d o o r
o n the a ft section. Whenthe g e a r is in t h e u p p o s it io n , a 1 l d o o rs a re c l o s e d .
Do o r cl osure is maintafned by p re s e t t e n s io n a d ju s t me n t s t h ro u g h t h e g e a r d o o r
lin ka g e . The clam-shell doors mo v ed o wn wa rda n d o u t b o a rd a s t h e g e a r e x t e n d s ,
an d the n back to the closed po s it io n wh e n t h e g e a r is d o wn . T h e a f t d o o r m o v e s
d o wn a n d back under the fusela g e , a n d re ma in s in t h is p o s it io n u n t il t h e g e a r
i s r etr acted. B umperson the a f t d o o r c o n t a c t t h e f u s e la g e t o p ro v id e a d d i ti on a l support for the door.
No se L a nding Gear Up-DownLock (F ig u re 4 -5 4 )
The no se landing gear up-downlo c k me c h a n is mis in c o rp o ra t e d in t h e d ra g l i n k
a sse m b ly, and the actuating cy lin d e r is mo u n t e do n t h e n o s e g e a r s h o c k s t r u t .
The cy'linder is connectedto the me c h a n is mt h ro u g h b e ' llc ra n k s a n d a p u s h r o d .
The g e a r is locked in either the u p o r d o wnp o s it io n b y t wo c ra n k s f o rc e d i n t o
a n ove r - center posit'ion. The c ra n k s a re f o rc e d in t o t h e o v e r-c e n t e r p o s i t i o n
b y a co mbination of a spring a n d h y d ra u lic p re s s u re t o t h e a c t u a t in g c y lin d e r ,
a n d a r e maintained in the lock e d p o s it io n b y t h e s p rin g a s s e mb ly . Hy d ra u l i c
pr e ssu r e to the unlock side of t h e a c t u a t in g c y lin d e r u n lo c k s t h e u p -d o w nl o c k
m ech a nsm.
i
No se L a nding Gear (Ground) S afe t y P in
The gr o u nd safety pin is insert e d jn t h e n o s e la n d in g g e a r (NL G ) d ra g b rac e a s
a safety precaution when the airc ra f t is o n t h e g ro u n d . T h is p in will b e
in stalle d from right to left.
No se L a nding Gear E mergencyE x t e n s io n S y s t e m (F ig u re 4 -5 7 )
R ese r vo ri
Th e hyd r aulic fluid reservofr is lo c a t e d u n d e r t h e f lig h t d e c k in t h e rig ht - h a n d
un d e r d e ckarea. The fluid cap a c it y is 0 . 9 g a 1 1 o na n d c a n b e s e rv ic e d in f l i g h t
th r o u g h the fil'ler neck. A pla c a rd is p ro v id e d f o r s e rv ic f n g . A s ig h t g a g e
is m o u n tedon the reservoir, an d t h e re s e rv o ir is v e n t e d t o a v e n t b o x in t h e
un d e r d e ckarea. Hydraulic flui d f lo ws b y g ra v it y t o t h e h a n d p u mpa n d c h e c k
val ve.
Hand Pump
A do u b 'le-action type hand pum pis ' lo c a t e d in t h e rig h t u n d e rd e c ka re a . W h e n
the ha n d'le is not in use, it is s e c u re d t o t h e s t ru c t u re n e a r t h e p u mp . A
dir e ct- r eading pressupe gage is o n t h e f ro n t b u lk h e a d , in t h e rig h t u n d er d e c k
ar e a , to indicate hand pumppre s s u re .
4 -3 5
4E- 10 1
The h a n d p umpi s operated to bui ld u p s y s t e m p re s s u re , wh ic h is limited to
ap p r o x'im ately1,200 psi, by a relie f v a lv e c o n n e c t e dt o t h e pressure line and to
th e r e se r voir.
M a n u a l Selector V alve
A m an u a lly operated selector va1 v e is lo c a t e d o n t h e f ro n t b u lk h e a d , in the
r ig h t u n d erdeckarea below the pre s s u re g a g e . A t wo -p o s ' it io n v a 1 v e , it has
posi t'ions.
N 0RM AL
an d E ME RGE NCY
N ose L a n d Gear E mergencyE xtensi o n S y s t e ms
No se L a n d Gear E mergencyE xtensfo n . is u s e d t o e x t e n d a n d lo c k t h e n o s e la n di n g
ge a r i n th e downposition, if the No . 2 h y d ra u f ic s y s t e m is in o p e ra t iv e .
N or m a l 0 p e rations
(Figures 4-69 , 4 -7 0 )
R etr acti on
M ove m e nof
t the landing gear con t ro l h a n d le t o t h e UP d e t e n t ro t a t e s a c a m t o
a ctua te a limit switch. The limit s wit c h c lo s e s t o c o mp le t e t h e c irc u it f ro m
the Isola ted DC B us to the up so le n o id o f t h e la n d in g g e a r s e le c t o r v a lv e s .
The up solenoid is energized and o p e n s t h e s e le c t o r v a lv e s t o p e rmit h y d ra u l i c
syste m N o. 2 pressure to be appl ie d s imu lt a n e o u s ly t o t h e d o wn lo c ka n d g e a r
a ctua ti ng c ylinders of the left ma f n a n d rig h t ma in la n d in g g e a rs . Hy d ra ul i c
syste m N o. 2 pressure is also app lie d s imu lt a n e o u s ly t o t h e u p -d o wnlo c k a nd
g e a r - a ctua ting cylinder of the no s e la n d in g g e a r. T h is p e rmit s t h e a c t u a t in g
cylin d e r of each MLGto retract a n d ra is e t h e g e a r. A s e a c h ma in la n d in g ge a r
r ea ch e s th e full up position, a ro lle r o n e a c h la n d in g g e a r d o o r me c h a n is m
tor q u e tu b e arm strikes the uplo c k h o o k . T h e u p -d o wnlo c k c y lin d e r o f t h e
no se la n d ing gear retracts to unlo c k t h e o v e r-c e n t e r lo c k jn g me c h a n is ma n d
thu s pe r m it the actuating cylinder t o re t ra c t a n d ra is e t h e n o s e la n d in g
g e a r . The NLGis locked in the ra is e d p o s it io n b y t h e o v e r-c e n t e r lo c k in g
m ech a n ismlinkage.
Sw i tch e s, which are actuated clos e d b y mo v e me not f t h e la n d in g g e a r t o t h e u p a n d - lo cke d position, complete cir c u it s t o t h e la n d in g g e a r p o s it ' io n in d ic a to r s
on the la n ding gear control pane l t o p ro v id e g e a r-u p in d ic a t io n s . Wjt h t h e
ge a r s up a nd locked, the hydraul ic p re s s u re is o f f .
A s t h e g e a rs mo v et o th e
u p a n d lo cked position, sequenc es wit c h e s c o mp le t e t h e c irc u it t h ro u g h a re l a y
to the m ain'landing gear door loc k s e le c t o r v a lv e o p e n in g t h e v a lv e t o p o rt
h yd r a u lic s ystem No. 2 pressure t o t h e ML Gd o o r lo c k a c t u a t in g c y lin d e rs t o
en g a g ethe door uplock latches. A s t h e d o o r lo c k s a re lo c k e d , t h e la n d in g g e a r
wa r n in g lig hts are extinguished a n d t h e d o o r lo c k s e le c t o r v a lv e is d e e n e r g i z e d .
H ydr a u 'lic system return pressure is a u t o ma t ic a l' ly a p p lje d t o t h e b ra k e s d u r i n g
ge a r r e tr action to stop the rotat io n o f t h e ma in wh e e ls . No s e g e a r wh e e l s p i n
is stop p e d during final retraction b y c o n t a c t wit h f ric t io n p a d s (o r s p in b r a k e s )
i nstalle d in the wheel well.
4 -3 6
4E- 10 1
Exten si on
detent actuates limit
M o ve m entof the landing gear c o n t ro l h a n d le t o t h e D0 WN
sw i tch es. One limit switch, wh ic h c lo s e d t o c o mp le t e t h e c irc u it f ro n r th e I s o la ted DC B us to the down solen o id , b e c o me se n e rg iz e d a n d o p e n s t h e ML Gse l e c t o r
va lve to permit hydraulic sy s t e m No . 2 p re s s u re t o b e a p p lie d s imu lt a n e o u s l y t o
the u p lock, gear-actuating cyf in d e rs o f t h e le f t a n d rig h t ma in la n d in g g e a r s ,
a n d to the door uplock actuat o rs .
Hyd r a u 'l'icsystem No. 2 press u re is a ls o s imu lt a n e o u s ly a p p lie d t h ro u g h th e N L G
sele ctor valve to the up-downlo c k a n d t h e g e a r a c t u a t in g c y lin d e r o f t he N L G .
The up lock cylinders of the m a in la n d in g g e a r e x t e n d t o re le a s e t h e u p lo c k h o o k s
thr o u g h mechanical linkage, an d t h e u p -d o wnlo c k c y lin d e r o f t h e NL Ge xt e n d s t o
un lo ck the over-center linkage . T h e a c t u a t in g c y ljn d e rs o f t h e le f t ma i n , r i g h t
m ain , and nose landing gears t h e n e x t e n d t o a s s is t g ra v it y in lo we rin g th e l a n d in g g e ar. W heneach main land in g g e a r re a c h e s t h e f u 1 ly e x t e n d e d p o s it i o n ,
lim it switches energize the do wn lo c ka c t u a t o r s o le n o id v a lv e , a f t e r t h e d r a g
b r a ce s have reached the full d o wnp o s it io n . T h e d o wn lo c k la t c h t h e n s li d e s i n t o
the r ecess tolock each ma'in la n d in g g e a r in t h e e x t e n d e d p o s it io n . T he n o s e
g e a r is locked in the extend e d p o s it io n b y t h e o v e r-c e n t e r lo c k in g lin k ag e .
Lim it switches, which are act u a t e d c lo s e d b y mo v e me not f t h e la n d in g g ea r t o
the d o wn-and-lockedposition, c o mp le t e c irc u it s t o t h e la n d in g g e a r p o si t i o n
i nd ica tors on the landing gea r c o n t ro l p a n e l t o p ro v id e a la n d in g g e a r do w n
i nd ica tion, and to the bogie p o s it io n ' in d ic a t o r p a n e ' l t o in d ic a t e b o g ie s i n
p o si ti on.
N ose G ear S teering S ystem
I ntr od ucti on
Hydraul ic pressure for the nose gear steering system is supplied by Hydraulic
System No. 2 from the nose gear downline.
A steering whee1, located on the
pilot's
side console, provides the control for steering the nose wheels. The
nose gear wheels can be steered 60 degrees left or right of center with the
steeri ng wheel .
Nose gear steering by movement of the rudder pedals is also incorporated.
A
maximumof eight degrees steering left or right of center is available.
The
steering whee'l tracks this movement.
Turning the steering wheel mechanically positions a control valve which ports
pressurized fluid to the left or right nose gear steering cylinders to actuate
the rack-and-pinion type steeri'ng mechanism. A cable-type mechanical feedback
mechanism automatically repositions the control valve to neutral when the
selected degree of turn is achieved.
A centering mechanism automatically holds the control valve in neutral when the
nose wheels are not bejng turned, which allows interflow between the actuating
cylinder cavities by way of the return passages, thus allowing the nose gear
wheels to rotate'in
response to castering 1oads. The interflow or bypass a'lso
prov'ides shimmy dampening.
4-37
4E- 1 0 1
Cen ter in g camswithin the strut a u t o ma t ic a l' ly p o s it io n t h e n o s e wh e e ls in t h e
li ne of fl i ght when the nose land in g g e a r s t ru t is f u lly e x t e n d e d a f t e r t a k e o f f .
Con tr ol Wh ee]-S teering
(Figures 4 -5 8 t h ru 4 -6 2 )
The no se ge ar steering system is c o n t ro lle d b y a n o s e g e a r s t e e rin g wh e e 1 ,
lo ca ted o n the pilot's side conso le . A n o s e wh e e l p o s it io n s c a le , wit h t h e
pla ca r d e d d irections of "Left" an d " Rig h t " a rra n g e d t o e it h e r s id e o f a wh ite
ce n ter - p o sition index mark, is ins t a lle d imme d ia t e ly b e n e a t h t h e wh e e l. T w o
a n d thr e e - fi fths revolutions of the s t e e rin g wh e e l a re re q u ire d t o t u rn t h e
nose w he e l from center, through a f u ll 6 0 d e g re e s le f t o r rig h t o f t h e n o s e
wh e e l ce n tered position. The ste e rin g wh e e l is d is e n g a g e da n d lo c k e d wh e n th e
ge a r is n o t in the down and locked p o s it io n .
Ru d d e r Ped al S teering
Th e r u d d e r pedal steering system p ro v id e s t h e p ilo t a n d c o p ilo t wit h t h e c a pa b ilfty of maintaining steering co n t ro l o f t h e a irc ra f t d u rin g t a k e o f f a n d lan d i n g
w hile r e taining aileron control. Ru d d e rp e d a l s t e e rin g is 8 d e g re e s e it h e r s i d e
of cen ter . Rudderpedal steering is a v a ila b le wh e n ma ' ing e a r t o u c h d o wns witc h e s
a r e acti vated or forward main whee l s p in u p o f 3 4 -6 0 k t s o c c u rs . T h e ru d d e r
pe d a l ste e r ing system design is s u c h t h a t t h e s t e e rin g wh e e l ro t a t e s wit h p ed a l
m ove m e nan
t d the rudder peda'ls mov es o me wh awit
t h s t e e rin g wh e e l ro t a t io n u nl e s s
r estr ain e d . The system also prov id e s t h e c a p a b ilit y o f f u ll ru d d e r in o n e
d ir e cti on a nd full wheel rotation in t h e o t h e r d ire c t io n s t e e rin g .
M ain .L a n d ing Gear S ystem (Figure 4 -6 3 )
The la n d in g gear is a fully retrac t a b le t ric y c le -t y p e , c o n s is t in g o f a s t e e r ab le du a l- wheel nose gear and two " f o u r-wh e e 1 b o g ie " ma in g e a rs . A ll g e a rs
r e tr act fo r ward and up. The door s a re a c t u a t e d b y g e a r mo v e me ntth ro u g h
m e ch a n ica l linkage. A door-lockjng me c h a n is mp re v e n t s in a d v e rt e n t o p e n in g o f
t h e m a in l anding gear doors in flig h t .
T h e la n d in g g e a r s y s t e m is e le c t ric a l l y co n tno l l ed and hydraulical 1y-actua t e d .
No r m a lly th e landing gear should re t ra c t ' in a p p ro x ima t e ly 1 0 s e c o n d sa n d e x t e n d
i n ap p r o x'imately15 seconds. The ma x imu m
a irs p e e d f o r la n d in g g e a r o p e ra t io n
i s 20 0 KC ASor 0.48 Mach. A max imu m
a irs p e e d wjt h la n d in g g e a r e x t e n d e d is 2 3 5
KCASo r 0.55 Mach.
M ain La n d in g Gear
Each m ain landing gear assemb'lyco n s is t s o f a n o le o -p n e u ma t jc s h o c k s t ru t , a n
axle b e a ma nd axle assembly, torque a rms , wh e e l a n d t ire s , d ra g b ra c e s , d ra g
l in ks a n d d own'lock, up 1ock,'leve ' le r ro d , a x le (b o g ie ) b e a mp o s it io n e r s y s t e m ,
actua ti ng cylinder, whee'lbrake as s e mb ly , a n d b ra k e c o mp e n s a t in gro d s .
4 -3 8
4E- 10 1
M ain Landing Doors
The m ain landing gear (MLG)do o rs a re a c t u a t e d b y me c h a n ic a l lin k a g e a nd g e a r
m o ve m ent. Three doors are in s t a lle d o n e a c h ma in la n d in g g e a r p o d ; o n e u p p e r
do o r on top of each pod abov e t h e ML Gs t ru t , a n d t wo lo we r d o o rs . A ll th r e e
do o r s open simultaneously, an d t h e s t ru t e x t e n d s t h ru t h e u p p e r d o o r o pe n i n g
w hile the landing gear is ext e n d e d . A ll d o o rs re ma in c lo s e d wh e n t h e lan d i n g
ge a r is up and locked.
M ain L anding Gear Door Uplock (F ig u re 4 -6 4 )
Whe nth e aircraft is on the g ro u n d , t h e la n d in g g e a r d o o rs a re o p e n , a nd t h e
d o o r lo ck hydraulic actuator is p re s s u riz e d t o t h e u n lo c k e d p o s it io n . T h e d o o r
lo ck hydrauljc actuator is seq u e n c e dt o t h e lo c k e d c o n d it io n wh e n t h e la n d i n g
g e a r goes into the uplock pos it io n . T h e d o o r lo c k s y s t e m is d e s ig n e d t o h o l d
th e M LGdoors closed and preve n t g a p p in g wh ile t h e ML Gis u p a n d lo c k e d i n
flig h t.
In case of No. 2 hyd ra u lic s y s t e m f a ilu re , e a c h d o o r u p lo c k la tc h
a sse m blymay be manual'lyunla t c h e d b y u s in g t h e re d T -h a n d le (S t e p No . 1) t o
a llo w the door to open.
M a in Landing Gear S hock S trut s
Th e str oke of the shock strut me e t s s p e c ia ' l re q u ire me n t s o f C-1 4 1 a irc ra f t .
To r ed uce fuselage bending loa d s (s t re s s e s ), t h e ma in ' la n d in g g e a r h a s be e n
pla ce d as close to the center o f g ra v it y a s p o s s ib le . T h e o v e rh a n g o f th e
fu se la ge aft of the main landin g g e a r, t o g e t h e r wit h s ma ll g ro u n d c le a ran c e ,
l i m i ts the tafl-down angle durin g la n d in g o r t a k e o f f . T o c o mp e n s a t ef o r t h i s ,
a tw o- step action of the shoc k s t ru t is p ro v id e d . B y s e t t in g t h e p is t o n s t r o k e
at a p p roximate'ly28 inches, th e wh e e ls a re p la c e d s u f f ic ie n t ' ly b e lo w t h e f u s e ' l a g e
to p e r mit an approxfmatel1-d e g re e t a il-d o wn a n g ' le a t imp a c t . Du rin g t he f i r s t
17 i nches of shock strut comp re s s io n ,t h e e n e n g y is a b s o rb e d a t a n o rmal r a t e
by th e action of the hydrauljc f lu id .
T h e s h o c k s t ru t t h e n c o mp re s s e sat a
r e d u ce d rate, controlled by two f ix e d o rif ic e s in t h e s t ru t , u n t il t h e ta i l
cl ea r a nce is amp1e.
Le ve le r Rod A ssembly
Th e l eveler rod is a mechanic a l lin k a g e wh ic h p o s it io n s a n d h o ld s t h e M L Ga x l e
( bo g ie ) beamparalle] to the re t ra c t e d p o s it io n . T h is p ro v id e s c le a ra nc e o f t h e
m a in l anding gear doors during t h e la s t p o rt io n o f re t ra c t io n a n d t h e f i r s t
p o r ti on of extension.
Axl e ( Bogie) B eamP ositioner
(F ig u re 4 -6 6 )
Th e p n eumatic-hydraulic axle b e a mp o s it f o n in g c y ' lin d e r ma in t a in s t h e a xl e b e a m
a p p r o ximately perpendicular t o t h e lo n g it u d in a ' l a x is o f t h e s h o c k s t ru t a s s e m b ' l y ,
w hile the gear is in the exten d e dp o s it io n f o r la n d in g . I t a ls o p ro v id es a
d e g r e e of snubbing action to p re v e n t o s c il' la t io n s o f t h e a x le b e a md u ring l a n d in g , taxiing and takeoff.
4- 39
4 E- 10 1
M ain L a n d in g Gear Downlock (Figure 4 -6 7 )
The m a in la nding gear downlockass e mb ly ' is a c o mb in a t io n o f h y d ra u lic a c t io n
a nd m e ch a n ical linkage. l,Jhenthe la n d in g g e a r is e x t e n d e d , t h e d o wn lo c k la t ch
a sse m b ly r id es on the forward drag lin k a n d , a s t h e d ra g lin k b e c o me ss t ra ig h t ,
t he la tch r ides over the mechnica l s t o p a n d lo c k s ' in t o p 1 a c e . A n y a f t mo v em e n t
o f the la tch is resisted by spring a c t io n in s id e t h e d o wn lo c k c y lin d e r. T h i s
spr in g a cti on is overcomehydraul ic a l' ly wh e n t h e g e a r is t o b e re t ra c t e d , wh i c h
f or ce s the latch away from the stop . I f t h e No . 2 h y d ra u lic s y s t e m f a ils , an d
t he m ajn la nding gear doesn't lock in t h e d o wnp o s it io n , o p e ra t in g a re d e mer ge n cy d o wn lock engagehandle (S tep No . 3 ) will me c h a n ic a lly mo v et h e a s s o c iat e d
g e a r to the downlockposition.
M a in La n d in g Gear (Ground) S afety P in
Th e M LGg r o und safety pins are ins e rt e d t h ro u g h t h e d ra g b ra c e a f t o f t h e d o w n l ock la tch. The ground safety pins mu s t b e in s e rt e d f ro m t h e in b o a rd t o o u t b o a r d sfde of the strut.
In the e v e n t a n u n s a f e c o n d it io n is in d ic a t e d a f t e r
a l an d in g g ear extension, the grou n d s a f e t y p in s c a n b e in s t a lle d in f lig h t
t h r o u g h the gear inspection windo ws .
M ain La n d in g Gear Uplock (Figure 4 -6 8 )
Th e M L Gi s l ocked in the up positio n b y a n u p lo c k a s s e mb lymo u n t e do n t h e f us e l age in ea ch wheel well. The uploc k h o o k re c e iv e s a ro lle r o n t h e t o rq u e t u be
b e llcr a n k forward of the door actu a t in g me c h a n is m. T h e ro lle r f o rc e s t h e h o o k
d o wn i nto the locked position. T h e h o o k is h e ld in t h e lo c k e d p o s it io n b y t hr e e
l in ks, a be llcrank and a stop. T h e lin k s a re f o rc e d in t o a n o v e r-c e n t e r p o s i t i on by a stop on one link which re s t s a g a in s t t h e u p ' lo c k b e llc ra n k . A c t u a ti o n
o f th e h yd r aulic uplock actuating c y lin d e r will c a u s e ro t a t io n o f t h e b e llc ran k
a n d pu ll th e links out of the ove r-c e n t e r p o s it io n . A s p rin g a t t a c h e d t o t h e
ho o k th e n forces the hook out of th e lo c k e d p o s it io n .
I n case hyd raulic system No. 2 fai1 s , t h e ML Gu p lo c k ma y b e re le a s e d ma n u a l l y
b y p u llin g a red T-handle (S tep N o . 2 ).
Br a ke L im itations
The b r a ke s are limited in the amo u n to f wo rk t h e y c a n p e rf o rm a n d s t ill f u n c t i o n
p ro p e r ly. A measureof the amoun to f h e a t a b s o rb e db y t h e b ra k e s is t h e a mou n t
o f wo r k p e r formed by the brakes. T h e a mo u n to f wo rk d o n e is t h e k in e t ic e n er g y
e x pe n d e d ,m easuredin millions of f o o t -p o u n d s p e r b ra k e . T h e a mo u n to f h e a t
a dd e d to th e brakes for each brakin g e f f o rt is c u mu la t iv e a n d is d e t e rmin e d by
t h e spe e d o f the aircraft and the g ro s s we ig h t o f t h e t ime t h e b ra k e s a re a pp l i e d .
x S ee Secti on 5 of T0 1C-141B -1for d e t a ile d in f o rma t io n a n d c h a rt s .
4-40
4E- 10 1
Chapter 5
BRAKESYSTEMS
The n o r mal brake system is ac t iv a t e d b y No . 2 h y d ra u lic s y s t e m p re s s u re , w h i c h
i s co n trol'led by one side of e a c h o f t h e t wo d u a l p i' lo t me t e rin g v a lv e s , a n d b y
the fo u r dual anti-skid contro l v a lv e s . T h e p ' i1 o t me t e rin g v a lv e s a re lo c a t e d
u n d e r the flight station floor.
T h e d u a l p ilo t me t e rin g v a lv e s a p p ly c on t r o l
pr e ssu r e to the anti-skid valv e s lo c a t e d o n t h e le f t a n d rig h t b ra k e p a n e l s i n
th e ca r go compartment. A pplic a t io n p re s s u re is t h e n ro u t e d t o t h e b ra k e a s s e m b lie s.
Control pressure for b ra k e o p e ra t io n is t a k e n f ro m t h e n o s e la n d i n g g e a r
do wn lin e. A pplication pressu re is t a k e n f ro m t h e ma in la n d in g g e a r d o w n l i n e .
Br a ke S elector V alves
The brake selector valves, which are solenoid-operated, are deenergized open,
and are controlled through the brake selector switch.
The valves are wired
electrfca'l1y through the brake selector switch so that, in the NORMposition,
the normal brake selector valve is deenergized open, and the emergency selector
valve is energized closed.
In the EMERposition, the emergency brake selector
valve is deenergized open, and the normal brake selector valve is energized
closed.
If there is a D.C. power failure,
both valves will direct pressure to
pilot
the
brake metering valves.
Pilot
Brake Meterjng Valves
(Figure 4-74)
There are two of these metering valves:
One valve is for the right wheel brakes,
and the othen is fon the left wheel brakes. One valve of each dual valve assembly
is connected to emergency pressure and return.
Each dual valve assembly consists
into the
of two identical piston and sleeve meterjng assemblies, which are fitted
dual-bore housing. Both pistons are actuated at the same time by a bellcrank
assembly; however, brake pressure is effective only through one va1ve, depending
on the position of the brake selector valve.
The valve is mechanically actuated
through f inkage from the brake pedals.
Anti-skid
Valves
The eight ant'i-skid valves are solenoid control led.
When the anti-skid
system
detects a skid or locked wheel condition, the valve is energized and ports
brake pressure to return.
As soon as the wheel starts to speed up again, the
valve is deenergized and braking action is reapplied.
Metered fluid from the
pilot brake metering va'lve enters the anti-skid valve.
The fluid is directed to
the top of the control piston.
As pressure builds up on the top of the control
piston, the piston'is
This
forced downward to overcome the control spring.
movement unseats the metering poppet, which ports hydraulic pressure to the brake.
The amount of poppet opening depends on the pressure from the pilot brake metering va'lve. When a rapid deceleration is detected by the skid detector and
amp'lified'in the anti-skid control box, a signal is sent to the modulating
solenoid on the valve.
When this so'lenoid is energized, metered fluid to the
control cy'linder is b'locked and existing pressure wjthin the control cylinder
4-41
4 E- 10 1
is relieved to return.
Braking action to the affected wheel stops and free
wheel rotation should occur.
If free wheel rotation does not occur, the modulating and dump valves are energized and all control pressure is ported
to
returnThe wheel is then free to turn until the detector signal deenergizes
the solenoidsThe valves are l ocated on the wheel brake controls just itt ot
the No. 2 and the No. t hydraulic system servfce center.
Hydraulic
Fuses
(20 C1)
There are eight hydraulic fuses in the brake system; both normal and emergency
systems use these fuses.
Without such protection,
the failure of a hydr"rti.line or component downstream from the valve could cause complete loss
of fluid
in the systems.
Shu ttle Valve
The sh u ttle valve consists of a p is t o n wh ic h is f re e t o mo v e f ro m o n e s id e o f
the valve to the other; thus, if h y d ra u lic p re s s u re is g re a t e r o n t h e n o rma l
b r a ke p r e ssure end, the piston m o v e st o t h e e me rg e n c yb ra k e p re s s u re e n d a n d
se a ts- Th is prevents normal pre s s u re f ro m e n t e rin g ln e e me rg e n c ylin e s .
If
em e r g e n cybrake pressure is grea t e r t h a n n o rma l b ra k e p " e s s u ie , t h e p is t o n w i l l
mo ve to the normal inlet and sea t , c lo s in g o f f t h e n o rma l lin e s . p re s s u re t h e n
ca n n o t e n ter the normal brake pres s u re lin e s .
EmergencyBrake System
In th e eve nt the normal brake sys t e m f a ils , t h e b ra k e s e le c t o r s wit c h o n t h e
br a ke a n d anti-skid panel can be mo v e dt o E ME Rt o e n g a g et h e e me rg e n c yb ra k e
system.
Hyd r a u lic pressure for the emerge n c ywh e e l b ra k e s y s t e m is s u p p l-ie d b y t h e el e c tr fca lly- d r iven pumpsof hydraulic s y s t e m No . 3 a n d is in d e p e n d e n to f t h e po s i ti on s o f the landing gear selector v a lv e s . T h e p re s s u riz e d f lu id a p p lie d io
th e br a ke s is routed through a ma in me t e rin g v a 1 v e . T h e ma in me t e rin g v a lv e i s
installe d i n the cargo compartme n a
t f t o f t h e No . 2 h y d ra u lic s y s t e m s e rv ic e
ce n ter - The control pressure for me t e rin g t h e p re s s u re a p p lie d t o t h e b ra ke s i s
rou ted to the main metering valve t h ro u g h t h e p ilo t b ra k e me t e rin g v a lv e s .
T he a n ti - skid brake control syste m is f n o p e ra t iv e wh e n t h e e me rg e n c yb ra k e
system
i s b e in g used.
T wo accu m ulators in hydraulic sys t e m No . 3 p ro v id e a s t a n d b y e me rg e n c ywh e e l
b r a ke system when the electrically-d riv e n p u mp so f h y d ra u liL s y s t e m No .
3 are
in o p e r a b le . A pproximately ten bra k e a p p t ic a t i' o n s c a n b e ma d ewit h b o t h a c c um u la tor s fu1 1y charged.
N0TE: In case of DC electrical po we r f a ilu re , t h e d e e n e rg iz e d v a lv e s
a d mit b o t h
system No. 2 and system No . 3 h y d ra u t ic p re s s u re s t o t h e b ra k e s y s t e m .
The s huttle valve is positi o n e d b y t h e s y s t e m s u p p ly in g t h e g re a t e r
pr e ss ure.
4-42
4 E- 10 1
Parki ng Brake
The parking brake is set by depressing the brake pedals, and pulling the T-handle
shaft
on the pilot's
instrument pane1. The T-handle is connected by a flexible
pedals
app'lies
the
brake'linkage
to mechanical linkage.
the
are
depressed,
When
pressur e to the dual pilot metering valves and, at the same time, a1lows the
parking brake to lock the pedals in the depressed pos'ition.
This action keeps
parking brakes
The
pressure
hydraul ic
applied to the brake metering valves.
parking
brakes can be
may be set by using No. 2 or No. 3 hyd. system. The
pedals.
released by depressing the brake
Anti-ski d
System
A fail-safe
antj-skid brake control system provides maximumbraking efficiency
and prevents locking of the wheels in the event excess brake pressure is metered
The system
by the pilot durfng any phase of ground operation above 15 knots.
is energized by a switch on the brake and anti-skid control panel located on the
pilots'
center instrument pane1.
The 0N position of the switch is effective on'ly if the brake pressure s witch is
in the NORMposition.
the 0N position arms
When this condition is satisfied,
gear
the 28-volt DC anti-skid circuits;
struts are depressed,
and when both main
the circuits
to provide anti-skid
are comp'leted through the touchdown circuit
braking.
The GNDTEST switch position is a momentary position and provides a
means of testing the anti-skid system for fail-safe
operation.
Holding the switch
in the GNDTEST position while applying brakes will result in the following
sequence of events:
brakes re'lease, the DET OUT and ANTI-SKID OFF lights come
of,, and braking action gradual'ly returns.
Brakes Released Light
(Figure
4-7L)
A green, BRAKESREL light is provided on the brake and anti-skid control panel
on the pilots'
center instrument panel.
of this light with the
Illumination
landing gear handle in the down position and the anti-skid switch 0N, advises
the pilots that the antf-skid locked wheel circuit wil'l prevent brakes being
app'lied until wheel spin-up after touchdown. If the light does not illuminate,
locked whee'l protection is not available at touchdown and there is a possibility
of blown tires if the pilot applies any amount of brakes prior to, or immediately
after touchdown.
The BRAKESREL lfght receives power from Main DC Bus No. 1, through the ANTI-SKID
circuit
breaker.
is made by placing the antiGround test of the light circuft
skid control switch to 0N, s electing normal brakes, and placing the annunciator
light test switch to TEST, at which time the light should illuminate.
An ti - sk id Operation
Th e a n ti-skid system is prim a rily b a s e d o n c o n t ro llin g t h e s k id in it s b e g i n n i n g
stage. Braked wheel speed is converted to a n A C s ig n a l wh ic h is p ro p o r t i o n a l
to the wheel acceleration and d e c e le ra t io n . T h e s ig n a l is s u p p lie d t o a w h e e l
spin - u p control box on the lef t s id e o f t h e cargo compartment. The control box
4-43
4 E- 10 1
detects, from the AC input signal from the detector, both excessive wheel deceleration and nonrotation.
The control signals are transmitted to the anti-skid
control metering va1ve, where brake hydraulic pressure is reduced by metering
action until wheel speed is restored.
The valve then begins to increase brake
hydrau'lic pressure at a gradual predetermined rate until either skid control
action is repeated or the pressure demandedby the pilot is reached.
If the pilot demands sufficient
braking action to cause skidd'ing, the skfd control system will apply and release the brake pressure, as necessary, to obtain
a nearly constant braking action without skidding.
The resultant braking act'ion
gives maximumstopp'ing action.
Locked wheel control provides skid protection
for any wheel which may be off the runway.
Anti-skid
Fai l-Safe
Fail-safe action prevents prolonged brake release in the event of the malfunction
of the anti-skid
system. l,/arning lights inform the pilot that the skid control
system has malfunctioned or that the system is off.
one on
ANTI-SKID OFF lights,
the pilot's
instrument panel and one on the copilot's
instrument panel, indicate
two or more wheels have lost braking action due to anti-skid malfunction.
When
this happens, the skid control system turns itself
off, and the brakes are under
manual contro'|.
The pilot may also obtain this condition by turning the ANTI-SKID
switch to 0FF. The DET OUT lights,
instrulocated on the pilot's
and copilot's
panels,
ment
indicate that there'is a continuous brake release action on one wheel
on1y. Skid control is provided over a speed range covering the maximumlanding
speed to a minimum taxi speed of approximately 15 knots.
Below 15 knots the antiskid is inoperative.
Skid Detector
T h e ski d detector is a small altern a t o r wh ic h s u p p ' lie s a n A C s ig n a l t o t h e co n tr o l bo x. The output of this alt e rn a t o r is lo w, s in c e o n ly s ig n a l v o lt a g e i s
sup p lie d to the control box for amp f if ic a t io n . T h e d e t e c t o r is lo c a t e d in th e
la n d in g ge ar axle and fastens to t h e a x le n u t . T h e d e t e c t o r s p lin e d s h a f t
( co u p lin g ) slips into a splined r e c e p t a c le o n t h e wh e e l d u s t c a p . T h e ro t o r o f
th e de tector, therefore, turns wit h t h e wh e e l. A n y a c c e le ra t io n o r d e c e le r a t i o n
of the w he el is transferred direct ly t o t h e a lt e rn a t o r.
A n y c h a n g e o f ro t o r
spe e d cau ses a change in signa'l t o t h e c o n t ro l b o x wh ic h ma y , in t u rn , c a u s e a
ch a n g e i n the operation of the an t i-s k id v a lv e .
B r a ke SystemFai I ure
If the NO RM
B RA K EP RE S S URE
indica t o r s h o wsa lo s s o f s y s t e m p re s s u re , c h e c k t h a t
the No . 3 HY DS Y S TE M
P RE S S
0N ligh t is il' lu min a t e d . P la c e t h e b ra k e p re s s u r e
posit io n .
se le ctor switch to the E ME R
T h is w i l l s upply pressure to the b ra k e s f ro m t h e No . 3 h y d ra u lic s y s t e m. U s e
the b r a ke s cautiously becausethe a n t i-s k id s y s t e m is in o p e ra t iv e wh e n p re s s u r e
i s su p p lie d by the No. 3 hydraulic s y s t e m.
4-44
4 E- 10 1
Anti - ski d S ystemFai lure
If an y one skid detector fails, t h e DE TO UTlig h t s will illu min a t e , a n d a nt i ski d p r o tection will be avai'lab le o n ly o n t h e re ma in in g s e v e n wh e e ls . I f t w o
o r m o r e skid detectors fail, the A NT I -S K I DO F F lig h t s will illu min a t e , a nd s k i d
p r o tecti on will be lost on all wh e e ls .
4-45
4E- 10 1
Chapter 6
CARGO
ANDRAMPSYSTEM
DOOR
G en e r a l (Figures 4-75 thru 4-79 )
Th e ca r g o door and ramp system is u s e d f o r g ro u n d lo a d in g a n d a e ria l d e ' liv e r y .
The system consists of an inter n a l p re s s u re d o o r, ra mp , p e t a l d o o rs a n d op e r a ti ng co ntrol. The system is op e ra t e d b y No . 3 h y d n a u ' lic s y s t e m. I n f lig ht ,
the system is operated from the p ilo t ' s a n d c o p ilo t ' s p a ra d ro p a n d A DSp an e l s .
Gr o u n do peration is controlled f ro m t h e c a rg o d o o r a n d ra mp c o n t ro l p a n e l a f t e r
the system is armed from the pilo t rs c o n t ro l p a n e ' l a n d d o o r s e le c t io n is m a d e
a t the d oor and ramp control pa n e l. T h e p re s s u re d o o r ma y b e in d iv id u a lly c o n tr olle d from the forward crew d o o r in t e rp h o n e a n d P A p a n e l (in f lig h t o n ly ) , o r
th e ca r g o door and ramp control p a n e 1 .
Pi l otr s Controls and Indicators
The pilo t's controls and indica t o rs a re lo c a t e d o n t h e p ilo t ' s p a ra d ro p a nd A 0 S
con tr ol panel. The petal door o p e n in g is 6 5 d e g re e s . T h e D0 0 RA RMI NG
switch is
a two - p o sition OFF- A RMtoggle lo c k s wit c h t h a t is s e t t o A RMt o e n e rg ize t h e
syste m . T he A LL D00RSswitch is a t h re e -p o s it io n O P E N- O F F- CL 0 S Es wit c h t h a t
in iti ates system operation. Fou r in d ic a t o r lig h t s o n t h e p a n e l (E X T E RNACLL ,
IN TR ANS IT,P RE S S
0P E N,P E TA L0PE N)illu min a t e t o in d ic a t e d o o r s t a t u s .
C op iI ot' s Control s and Indicato rs
Th e cop ilot's controls and indi c a t o rs a re lo c a t e d o n t h e c o p ilo t ' s p a ra d ro p a n d
AD Sp a n e l. The controls and ind ic a t o rs c o n s is t o f a n A L L D0 0 RSs wit c h a n d f o u r
i nd ica tor lights which are ident ic a l t o t h o s e o n t h e p ilo t ' s p a n e 1 . Ho we v e r ,
th e pilo t's A LL D00RSswjtch ha s p rio rit y o v e r t h e c o p ilo t ' s s wit c h a n d c a n
o ve r r id e any door movementiniti a t e d b y t h e c o p ilo t .
Na vig a torrs Indicator
A ca r g o d oors 0P E Nlight on the n a v ig a t o r' s A DSa n d ju mp lig h t p a n e l illu m i n a t e s
wh e n th e cargo doors are open to t h e p o s it io n s e le c t e d o n t h e p ilo t ' s c o n t r o l
pane1.
Ca r g o Co mpartment
Controls and I n d ic a t o rs
C on tr ols and indicators for the s y s t e m a re lo c a t e d o n t h e f o rwa rd c re w d o o r a n d
i nter p h o n e panel and on the carg o d o o r a n d ra mp c o n t ro l p a n e ' |. T h e P RE SS
D00R
O N LYswitch on the crew door in t e rp h o n e a n d P A p a n e ' l is a t h re e -p o s it io n 0P E NO FF- C L0S Eguarded switch. This p re s s u re d o o r s wit c h will c o n t ro l t h e o pe n i n g
fu n cti on on1y, it WILL NOTclos e t h e p re s s u re d o o r. A rmin g o f t h e s y s t e m w i l l
b e in d ica ted when the D00RSA RME D
in d ic a t o r o n t h e p a n e ' l illu min a t e s . T h e
p ilo t's and copi'lot's A LL D00R Ss wit c h e s wf ll o v e rrid e a n y o p e ra t io n in it iat e d
4-46
4E- 10 1
b y this s witch. The INTRA NSIaTn d A L L O P E Nlig h t s o n t h e p a n e l f llu min a t e
d u r in g system operation to ind ic a t e d o o r s t a t u s .
The cargo door and ramp control switches located on the D00RANDRAMPCONTR0L
p a n e l ar e: an A LL D00Rswitch , RA MPs wit c h , P E T A LD0 0 Rs wit c h , a n d P RE SS U R E
D0 0 Rsw i tch.
Th e ALL D00Rswitch has 0P E N,O F F , a n d CL O S EP O S I T I 0 NS
t o a llo w f o r s e q u e n t i a l
op e r a ti on of all doors. The R A MPs wit c h h a s a L 0 WE R,RA I S E ,a n d O F Fp o s i t i o n
to r eg u late ramp operation. T h e P E T A LD0 0 RSs wit c h h a s p o s it io n s f o r s e l e c t i o n
of th e amountof petal door ope n in g o n t h e g ro u n d . T h e t h re e -p o s it io n (0 P E N ,
0FF, C LOS E P
) RE S S URE
D00Rswjt c h p e rmit s in d e p e n d e n to p e ra t io n o f t h e p res s u r e
do o r w heneverthe system is arme d , t h e ra mp is u p a n d t h e p e t a l d o o rs a re c l o s e d .
Un ive r sa'l A erial Refueling S lipa wa y I n s t a lla t io n
(UA RRS I )
The UAR RSis
I a self-contained u n it t h a t in c lu d e s a h o u s in g , a c o mb in a t ion
d o o r a n d slipaway, a refueling re c e p t a c le , a d o o r a c t u a t in g c y lin d e r, a b o o m
l atch cylinder, a solenoid-opera t e d h y d ra u lic c o n t ro l v a lv e a n d a ma n u a l l y o p e r a ted hydraulic control valv e .
The UAR RShydraulic
I
system rec e iv e s h y d ra u lic p o we r f ro m t h e No . 2 h y d rau l i c
syste m . A 20 cubic inch - Type 1 (a u t o ma t ic re s e t ) h y d ra u lic f u s e is in s t a l l e d i n
sup p 'ly l i ne for protection aga in s t e x c e s s iv e f lu id lo s s in t h e e v e n t o f lea k a g e
or da m a geto the UA RRShydraulic
I
s y s t e m. A c h e c k v a lv e p re v e n t s a irc ra f t
:ilstem r eturn pressure surges f ro m e n t e rin g t h e UA RRShI y d ra u lic s y s t e m. I f
h yd r a u lic power is lost to the UA RRS I t, h e s lip a wa y d o o r c a n b e o p e n e dman u a l l y
bu t can not be closed.
4-47
F
rfl
I
H
o
HYDRAULIC
S\€TElvlDISTRIBUTION
sYs
H
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EI{OINEDRIVEN
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MARI98O
FOR IIIISTRUCTIONAL
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4E-1 0 1
PUMP
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( FULL FLOW)
F ig u re 4 -2
4-49
4 E-10 1
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(ZEROFLOW
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4- 60
4E-101
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4 E-10 1
ELECTRICSUCTIONBOOSTER
PUMPAND MOTOR
I
t . Inle t bo os t er pum p
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HY DRA ULIC
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F ig u re 4 -5
4-52
4E-1 0 1
bd-
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4.
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6.
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8.
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I m peller
Key
Impeller spring
10.
ll.
12.
13.
14.
15.
16.
l?.
18.
Retaining ring
S haft
S crew
Lock washer
Front pressure pl ate
Rotor
Vane
R otor ri ng
Rear pressure plate
HY DRA U L S
I CUCT I O B
NO O S T EPRUMP
F ig u re 4 -7
4- 54
19.
20.
2I.
22.
23.
24.
25.
26.
2?.
R etai ni ng ri ng
Ball bearing
N eedl e beari ns
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4-57
4E-101
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4_59
P IS TON
4E- 10 1
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Figure 4-62
4 -1 0 9
4E- 10 1
1.
a
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5.
6.
7.
8.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
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TORQUE TUBE
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PUSH ROD
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INNER CHAMBERFILLER VALVE
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EMERGENCYENGAGE FITTING
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10.
11.
t2.
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14.
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23.
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arll3
4E- 10 1
PETAL DOORS
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4-+?6