GENERAL
The primary controls are ailerons, elevators, and rudder. The secondary controls are spoilers wing flaps , an adjustable horizontal stabilizer, leading edge slats and strakes. Ailerons and elevators are operated manually through control tabs. Normal rudder operation is hydraulic but manual operation is available. Spoilers, flaps and slats are hydraulically operated. The horizontal stabilizer is trimmed electrically. Warning systems monitor for stall, unsafe takeoff configuration, or maximum speed conditions.
AILERONS
Ailerons are aerodynamically operated by control and trim tabs. Cables from the control wheels operate the tabs.
SPOILERS AND SPEED BRAKES
The spoiler system provides the following operational modes:
- Lateral control augmentation in all spoiler modes.
- Automatic spoiler extension upon main wheel spinup at touchdown to spoil lift and increase braking efficiency.
- Manual spoiler extension during landing or rejected takeoff.
- Selectable extension to serve as speed brakes.
The spoiler system is powered by both the right and left hydraulic systems.
SPOILER AND SPEED BRAKE CAWS ALERTS
If throttles are advanced for takeoff and the spoiler/speed brake lever is not in the retract position, an intermittent horn sounds and the vocal warning "SPEED BRAKES" will be heard.
In flight, if the speed brakes are extended with flap position of greater than 6 degrees, an intermittent horn sounds and the vocal warning "SPEED BRAKES" will be heard.
SPOILER LEVER
The spoiler lever can be in one of two positions: inflight speed brake, or auto spoiler armed.
Inflight Speed Brakes
In the inflight speed brake position, the red ARM placard is not visible. The ARM placard is on the side of the lever which is not visible in the 2D panel. For this reason we put to little bolts on the side of the lever that will be visible when the spoiler lever is armed. To operate the speed brakes, click the 1/4, 1/2, 3/4 or EXT position. Speed brakes are not to be used in flight. SPOILER/FLAP EXTENDED annunciation and MASTER CAUTION lights come on during flight if speed brakes are used with flaps extended beyond 6 degrees. Annunciations is inhibited on the ground. An intermittent horn and vocal warning accompany the annunciation.
Auto Spoiler Armed
If armed the spoilers deploy automatically after landing. To arm the spoilers, click on the top of the spoiler handle. It will lift and the two little red tipped bolts will be visible. When the main wheels spinup after touchdown, the spoiler lever drives aft causing the spoilers to fully extend.
ELEVATORS
Two separate elevators on the horizontal stabilizer are positioned aerodynamically by tabs.
ELEVATOR AUGMENTOR
An elevator augmentor provides and aircraft nose down command during extreme stall conditions. The system is powered by the left hydraulic system with an accumulator backup if the left hydraulic system fails. In a stall the augmentor activates and drives the elevator trailing edge down, causing the aircraft to pitch down. The ELEVATOR PWR ON annunciation comes on when the elevator augmentor is activated.
STABILIZER TRIM
A movable horizontal stabilizer provides longitudinal trim. The stabilizer is moved either way through a jackscrew. Primary trim is controlled by dual switches on the control wheel ( your joystick ), or by the LONG TRIM (suitcase) handles on the pedestal.
STABILIZER TRIM CAWS ALERTS
If the throttles are advanced to takeoff and the stabilizer trim position indicator is not within the takeoff range as determined by the TAKEOFF CONDITION COMPUTER, and intermittent horn will sound and the vocal warning "STABILIZER" will be heard.
An intermittent audible signal is heard each 1/2 degree of stabilizer movement. This has a circuit breaker on the circuit breaker panel.
TAKEOFF CONDITION COMPUTER
The pedestal-mounted takeoff condition computer provides takeoff settings. Thumb wheels enter calculated values for CG and flap settings. Takeoff stabilizer setting appears in the TAKEOFF CONDTN LONG TRIM window and a green takeoff trim position indicator indicators the same value. The stabilizer is set for takeoff and the stabilizer takeoff warning is inhibited then the longitudinal trim position indicator matches the green trim position indicator.
RUDDER
The rudder is normally powered by the right hydraulic system. Whenever the power is shut off or pressure is too low, the rudder control tab automatically unlocks for manual operation and the RUDDER CONTROL MANUAL annunciation illuminates. Placing the rudder hydraulic control to MAN shuts off hydraulic pressure to the rudder. The rudder trim knob displaces the control tab.
RUDDER LIMITER
A rudder limiter protects the empennage against overload from excessive rudder control. As the airspeed increases causes a proportional restriction of rudder movement, and the RUDDER TRAVEL UNRESTRICTED light goes out at the following speeds:
STEAM - 181 Knots
COMBO & GLASS - 201 Knots
As airspeed decreases, greater rudder movement is permitted until it reaches full travel at 144 to 165 knots. The RUDDER TRAVEL UNRESTRICTED light comes on when full rudder deflection is available.
WING FLAPS
The flaps are powered by both the left and right hydraulic systems. Although the flaps normally use both hydraulic systems, either system can operate the flaps at a reduced rate. A single handle operates both the flaps and slats. A flap position indicator on the center instrument panel has dual pointers indicating degrees of flap travel.
WING FLAPS CAWS ALERTS
To differentiate between flap and slat aural warnings, the CAWS system uses the unique pronunciation "FULAPS" for a flap warning.
If the throttles are advanced to takeoff and the flap handle position is not in agreement with the flap position setting in the TAKEOFF CONDITION COMPUTER an intermittent horn sounds and the vocal warning "FULAPS" is heard.
In flight, if the flaps are extended beyond 6 degrees with the speed brakes extended, an intermittent horn sounds and the vocal warning "SPEED BRAKES" will be heard.
In flight, if the flaps are extended beyond 26 degrees and the landing gear is not extended, a continuous warning horn sounds and the vocal warning "LANDING GEAR" is heard. These warnings cannot be inhibited by the use of the GEAR HORN OFF button.
LEADING EDGE SLATS
Each wing has leading edge slats with six segments. Slats are normally controlled by both hydraulic systems, but either system can operate them at a reduced rate. All segments have anti-ice protection.
SLAT OPERATION
The flap/slat handle selects three slat positions: retracted, mid and extended. When the handle is full forward in UP/RET, slats are retracted. When the handle is in the 0 to 13-degree range, slats are in the mid position, and in the 15 to 40-degree range slats are fully extended.
The following flasp/slat positions are available:
Flaps UP Slats RET
Flaps 0-13 Slats MID - Takeoff
Flaps 15-24 Slats EXT - Takeoff
Flaps 28 Slats EXT - Landing
Flaps 40 Slats EXT - Landing
The flap handle must match the setting on the TAKEOFF CONDITION COMPUTER to satisfy the takeoff warning system.
SLAT INDICATIONS
Slat advisory lights on the center instrument panel show slat position.
The TAKEOFF light comes on when the slats are positioned correctly for flap settings between 0 and 24 degrees. The DISAGREE light appears when the slats are in transit or flap/slat handle disagrees with slat position. The AUTO light comes on when the slats are being extended automatically by the stall warning system. The LAND light comes on when flap setting exceeds 26 degrees and slats are fully extended.
AUTO SLATS
Auto salt operation is enabled when airspeed is less than 240 knots and slats are as mid position (flap setting in 0-13 degree range). If a stall occurs the slats automatically extend to decrease stall speed. The AUTO and DISAGREE lights come on. If the speed increases to a safe speed, the slates return automatically to the mid position and the lights go out.
On the ground, the auto slat system performs a self-test when takeoff flap setting is less than 15 degrees. When the flap/slat lever is moved from the UP/RET to this takeoff range, slats extend from the retracted through the mid to extended and back to mid position. As the slats move from the mid to the extended position, the AUTO and DISAGREE lights come on.
LEADING EDGE SLATS CAWS ALERTS
If the throttles are advanced for takeoff and the slats are not in the TAKEOFF position an intermittent horn sounds and the vocal warning "SLATS" is heard.
In flight, if the slat limit speed of 280 knots is exceeded with slats extended a horn will sound for one second, followed by the vocal warning "SLAT OVERSPEED".
TAKEOFF WARNING SYSTEM
When both throttles are advanced for takeoff, the following conditions cause aural and vocal warnings:
- Flap/Slat handle position disagrees with setting in flap window of takeoff condition computer.
- Stabilizer position indicator is out of the green band of the takeoff trim position indicator.
- Spoiler handle in not in the retracted detent.
- Slats are no extended.
- Parking brake is set.
STALL WARNING/PROTECTION
Two independent systems warn of stall conditions and provide automatic stall recovery capability. A stall test switch on the overhead panel tests each stall detection system individually. The system provides three types of stall protection: auto slat extension (described earlier), stall warning, and automatic stall recovery (stick pusher). With the slats retracted, auto slat extension and automatic stall recovery are not available.
STALL WARNING/RECOVERY
At stall speed, a STALL light, stick pushers, and an aural horn with an accompanying vocal warning are activated. Automatic stall recovery (stick pusher) is available when the slats are fully extended. If stall warning continues for six seconds or angle or attack increases, automatic stall recovery is enabled. Hydraulic pressure drives the elevator trailing edges down for automatic recovery. When the stick pusher activates, the autopilot disconnects and the PUSH TO INHIBIT light comes on. When the pusher is deactivated by the PUSH TO INHIBIT light, the STALL INDICATION FAILURE annunciation comes on.
STALL WARNING TEST
Stall warning tests can be done on the ground or inflight. Selecting SYS 1 or SYS 2 operates both stick shakers, turns on the flashing STALL light and the PUSH TO INHIBIT light, and sounds the horn and vocal warnings.
YAW DAMPER
A full time yaw damper reduces lateral aircraft oscillation. The yaw damper is controlled by an ON/OFF/OVRD switch on the overhead panel. In OFF, yaw damping is provided only when the autopilot is engaged In ON, yaw damping is provided with the auto pilot on or off. In OVRD, yaw damping is inhibited whether the autopilot is on or off. A YAW DAMPER OFF annunciator comes on anytime the yaw damper is not operating.
MACH TRIM
Above .80 Mach, the mach trim system automatically applies nose up elevator force to compensate for the aircrafts nose down tendency (tuck) at high speed. The Mach trim comp switch has two positions: NORM and OVRD. In NORM, compensation is applied above .80 Mach. In OVRD, no compensation is applied. When the system is inoperative or the switch is in OVRD, the MACH TRIM INOP annunciator comes on.
AILERONS - ELEVATORS - RUDDER
LOCATION: Trim
Panel
RUDDER TRIM
Knob trims rudder during powered operation or trims rudder control tab during manual operation. Scale indicates amount of rudder trim set.
AILERON TRIM
Click on the left or right side of the trim scale to trim the ailerons. The scale indicates the amount of aileron trim set.
RUDDER HYDRAULIC CONTROL
LOCATION:
Throttle Quadrant
RUDDER HYDRAULIC CONTROL
PWR - Locks rudder control tab in faired position and operates rudder hydraulically
MAN - Shuts off hydraulic pressure and unlocks the control tab so it will respond to rudder pedal inputs.
- Indicates no hydraulic
power available to rudder.
- Indicates full rudder
travel is available.
- Indicates hydraulic
power is applied to elevator augmentor actuators.
STABILIZER TRIM AND CONTROLS
LOCATION:
Throttle Quadrant
TAKEOFF TRIM POSITION INDICATOR
Indicator is positioned by takeoff condition computer after CG and takeoff flap values are entered.
TAKEOFF CONDITIONED COMPUTER
Displays computed takeoff trim in LONG TRIM window, and on takeoff trim position indicator, after CG and flap values are loaded in display windows with thumb wheels.
LONG TRIM HANDLES
A second way to set the stab trim along with the joystick. Click on the upper or lower portion of the handles to move the trim.
STABILIZER POSITION INDICATOR
Mechanically connected to the stabilizer to indicate actual stabilizer position.
SPOILER/SPEED BRAKE
SPOILER LEVER
LOCATION:
Throttle Quadrant
SPOILER LEVER
MANUAL - In the inflight speed brake position, the red ARM placard is not visible. The ARM placard is on the side of the lever which is not
visible in the 2D panel. For this reason we put to little bolts on the side of the lever that will be visible when the spoiler lever is
armed. To operate the speed brakes, click the 1/4, 1/2, 3/4 or EXT position. Speed brakes are not to be used in flight.
AUTOMATIC - When armed the spoilers deploy automatically after landing. To arm the spoilers, click on the top of the spoiler handle. It will
lift and the two little red tipped bolts will be visible. When the main wheels spinup after touchdown, the spoiler lever drives aft
causing the spoilers to fully extend.
- Indicates either ground spoiler extended in flight or any spoiler is extended
more than 10 degrees on the ground with lever retracted.
- Indicates malfunction of automatic ground spoiler operation. Does not preclude
manual spoiler operation.
- GLASS & COMBO - In flight, indicates
speed brakes extended with flaps extended beyond 6 degrees.
- STEAM - In flight, indicates speed brakes
extended with flaps extended beyond 6 degrees.
FLAPS AND SLATS
FLAP POSITION INDICATOR
LOCATION: Main Panel
FLAP POSITION INDICATOR
Indicates the position of the left and right outboard flaps. Split needles indicate flap asymmetry. Asymmetry does not automatically stop the flaps.
FLAP SLAT CONTROLS
LOCATION:
Throttle Quadrant
FLAP/SLAT HANDLE
Commands hydraulic operation of the trailing edge flaps from 0 to 40 degrees. Also coordinates hydraulic operation of the leading edge slats to the extend, mid, or retract positions.
FLAP T.O. SEL WINDOW
Indicates the selected takeoff flap detent. Indicates STOW when not in use.
FLAP T.O. SELCTOR
In the real aircraft this provides a takeoff flap setting detent for any position between 0 to 13 and 15 to 24 degrees. This is not simulated due to aircraft.cfg issues. The selector and indicator will work.
SLAT ADVISORY LIGHTS
TAKEOFF light comes on when the slats are positioned correctly for flap settings between 0 and 24 degrees.
DISAGREE light appears when the slats are in transit or flap/slat handle disagrees with slat position.
AUTO light comes on when the slats are being extended automatically by the stall warning system.
LAND light comes on when flap setting exceeds 26 degrees and slats are fully extended.
- Indicates auto slat system malfunction.
STALL WARNING SYSTEM
STICK PUSHER PUSH TO INHIBIT
Switchlight comes on when stall pusher is activated, or during stall warning test. Stall pusher is shut off by pushing the STICK PUSHER PUSH TO INHIBIT light.
STALL LIGHT
Flashes to indicate a stall or test of stall warning system.
STALL TEST SWITCH
LOCATION:
Overhead Panel
STALL TEST SWITCH
Selecting SYS 1 or SYS 2 operates both stick shakers, turns on the flashing STALL light and the PUSH TO INHIBIT light, and sounds the horn and vocal warnings.
- Indicates stall warning system failure or stick pusher has been deactivated by
the STICK PUSHER PUSH TO INHIBIT switch.
YAW DAMPER & MACH TRIM
LOCATION:
Overhead
YAW DAMP SWITCH
OFF - Yaw damper is disables if autopilot is disengaged. If autopilot is engaged, yaw damper operation is provided.
ON - Yaw damper is provided with autopilot on or off.
OVRD - Inhibits all yaw damper operation.
-
Indicates yaw damper is off.
MACH TRIM COMP SWITCH
NORM - Mach trim compensation operates (not simulated)
OVRD - Mach trim compensation mode is inoperative and trim actuator retracts.
-
Indicates Mach trim is inoperative.