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Boeing 767 Flight Controls

The elevators, rudder, and stabilizer on the Boeing 767 are controlled hydraulically. The elevators are moved by three hydraulic actuators and feel is provided artificially through two additional systems. The stabilizer is positioned by dual hydraulic modules and can be trimmed electrically, automatically, or manually. The rudder is also moved by three hydraulic actuators and its movement is modified based on airspeed. Yaw dampers help control the aircraft and reduce rudder authority if one fails.

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Aidan Monaghan
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119 views

Boeing 767 Flight Controls

The elevators, rudder, and stabilizer on the Boeing 767 are controlled hydraulically. The elevators are moved by three hydraulic actuators and feel is provided artificially through two additional systems. The stabilizer is positioned by dual hydraulic modules and can be trimmed electrically, automatically, or manually. The rudder is also moved by three hydraulic actuators and its movement is modified based on airspeed. Yaw dampers help control the aircraft and reduce rudder authority if one fails.

Uploaded by

Aidan Monaghan
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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Boeing 767 Flight Controls

Part 3: Elevators & Rudder


Elevators

Moving either of the control columns sends signals to the three hydraulic
actuator which move the elevators. All three hydraulic systems (Left,
Centre, and Right) power the elevators. Each of these hydraulic systems are
completely separate and self-contained. Left and right elevator position is
shown on the lower EICAS status display, and full and free movement of
the elevators is confirmed through this display, prior to takeoff.

Two hydraulically powered elevator feel systems provide artificial feel


forces to the pilot’s control columns. These are powered by the left and
center hydraulic systems. Mechanical springs provide feel, following the
loss of both left and right hydraulic systems (refer fig 4).

A column override facility ensures positive flight control authority should


one control column jam.

Stabilizer

The stabilizer is positioned by dual trim control modules, which use


hydraulic power from the left and center hydraulic systems to re-position
the stabilizer through a motor and brake mechanism. The motors move the
stabilizer to any newly commanded position, and the associated brakes
hold the stabilizer in that position, until a new position is commanded.
Stabilizer position is shown on indicators either side of the control stand,
just like in light aircraft. The green trim position band indicates the normal
range of trim settings for takeoff. The pilots position the elevator trim from
center of gravity position information contained on the load and balance
sheets, as provided by the Load Controller.

The actual rate of trim varies with airspeed, such that at increased airspeed
reduces the trimming rate. Speed inputs come from the Central Air Data
Computer (CADC).
There are three modes of stabilizer trim control:

• Electric, through switches on the control yoke.


• Automatic, which is controlled automatically by the autopilots. In
this mode the trim rate is half that of the electric, or manual/alternate
trim rate.
• Manual/alternate trim through stabilizer trim levers to the left of the
thrust levers. Movement of these levers override all other trim
inputs.

Mach trimmer

The stabilizer is also responsible for increments of nose up trim application


to prevent “TUCKUNDER”, (also called “MACHTUCK”) when operating
around transonic flight speeds.

Non-normal Operation

If one autopilot only is engaged, operation of the yoke mounted trim


switches causes the autopilot to disengage.
If multiple autopilots are engaged (ie: when on approach below 1, 500 ft
agl), the yoke mounted electric trim switches are de-energized and thereby
operation of these is inhibited. Manual/Alternate trimming does NOT cause
the autopilot(s) to disengage.

Any un-scheduled trim condition is detected when the stabilizer moves


without having received a new trim signal, or if the trim is moving in the
opposite direction to that commanded by the autopilot. A stabilizer trim
warning light illuminates, and an EICAS message appears whenever this
condition is detected. The pilot can stop un-commanded stabilizer
movement by using the trim cutoff switch or moving the control column in
the opposing direction to stabilizer movement.

Should a stabilizer trim brake fail to release while the pilot is operating the
electric trim switches, a “STAB TRIM” EICAS advisory message appears,
and continued use of the electric trim switches will produce a trim rate at
one half normal rate. If the malfunction is unique to the electric trim
control, full trim rate is available by using the manual trim levers. If both
stabilizer brakes remain engaged, no stabilizer trim is available.

Loss of both left and center hydraulic systems will automatically trigger a
shutoff valve and permit the right hydraulic system to power the stabilizer
trim through a “Pitch Enhancement System” (PES). Trim rate is only one
quarter that of the normal system, and only the electric trim switches will
be operative (ie: the manual, and automatic trim will NOT be operative).
Rudder trim

Pushing either set of rudder pedals sends signals to the three separate
rudder hydraulic actuators. Two yaw dampers operate through the rudder
control system to prevent Dutch roll developing, obtain coordinated (no
slip) turns, and generally improve directional stability.

Position of the rudder is indicated on the lower EICAS screen and is


monitored prior takeoff to check that full and free movement is occurring,
as the crew cannot see the tailplane from the cockpit.

Rudder trim is obtained by turning the rudder trim knob just like in a light
aircraft (refer fig 5). An electric motor re-defines the rudder neutral point.

Control inputs from the rudders and trim control are modified to take
account of the forward speed of the aircraft by a “RATIO CHANGER”.
An airspeed input signal is sent to the ratio changer from the CADC, and
rudder deflections progressively reduced as the speed increases. If rudder
deflections are not being correctly modified by the ratio changer, a “Rudder
Ratio Light” illuminates, and an EICAS advisory message appears.

When a rudder ratio changer fault develops, the left hydraulic system to the
rudder is depressurized to restrict rudder deflection, and thereby provide
rudder structural protection at high airspeeds. Sufficient rudder authority is
preserved in this case for low speed operation, though more restrictive
crosswind and Autoland limits apply.

Yaw Dampers

Two independent yaw dampers operate continuously in flight. Each system


has a yaw damper controller which in turn generates signals sent to the
rudder actuators. When the yaw damper switches are “ON”, and the amber
yaw damper lights are extinguished, the systems are powered, and no fault
exists. When electrical power is initially established, an electrical self test
occurs.

The crew check the entire yaw damper system by moving the yaw damper
test switch momentarily to the “LEFT” or “RIGHT”. At least 1 of the 3
Inertial Refence Systems (IRS) must be aligned for the 10 second test to
occur.

If either of the two “YAW DAMPER INOP” lights remain illuminated


after the tests, a fault has been detected.

The yaw damper control switches are on the overhead panel, above the
pilot’s heads.

Loss of one yaw damper reduces rudder yaw authority by one half.

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