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Fc744 Flightcontrol

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    • 1. B747-400 Flight Crew Conversion FLIGHT CONTROLS www.theorycentre.com
    • 2. FLIGHT CONTROLS MIDSPAN INBOARD Flap 1 OUTBOARD Flap 5
    • 3. FLIGHT CONTROLS INDICATIONS Note: To be used for full and free movement range checks ONLY RUDDER – UPPER AND LOWER SPOILER – #4 AND #12 ELEVATOR – OUTBOARD AILERON – INBOARD AND OUTBOARD
    • 4. AILERON CONTROL SYSTEM OUTBOARD AILERONS LOCKOUT Lock – LE Flaps retracted AND airspeed >238 kts Unlock – LE Flaps extended OR airspeed < 232 kts Displays if a disagreement between command and lockout actuator position AILERON LOCKOUT CAUTION NO AUTOPILOT INHIBIT
    • 5. SPOILERS/SPEED BRAKE SYSTEM # 4 Spoiler # 12 Spoiler
    • 6. FLIGHT SPOILERS CONTROL SYSTEM ROLL CONTROL
    • 7. IN-FLIGHT SPEED BRAKE CONTROL SYSTEM
    • 8. GROUND SPOILERS CONTROL SYSTEM
    • 9. GROUND SPOILERS CONTROL
      • AUTO GROUND SPEED BRAKE
      • Lever in “ARMED” position
      • 1 and 3 Thrust levers in Idle position
      • A/C in ground mode
      Displays when speedbrake lever in armed position Not all aircraft. SPEEDBRAKE ARMED
    • 10. GROUND SPOILERS CONTROL
      • AUTO GROUND SPEED BRAKE NOT ARMED
      • Lever “NOT ARMED” position
      • 2 or 4 Reverse thrust levers in Idle position
      • A/C in ground mode
      Speedbrakes extended at inappropriate flight condition. >SPEEDBRAKE EXT Fault in Automatic speedbrake operation. (Manual OPS ONLY) SPEEDBRAKE AUTO
    • 11. RUDDER CONTROL SYSTEM 2 Feel & Trim Lower Rudder Ratio Changer Upper Rudder Ratio Changer Lower Yaw Damper Controller Upper Yaw Damper Controller ON ON A/P Rollout Actuators Power Control Module (HYD #3) Power Control Module (HYD #2) M M M
    • 12. RUDDER RATIO CHANGER RUDDER TRAVEL AIRSPEED IN KNOTS 0 50 100 150 200 250 300 350 400 450 500 32° 5° 27° 21° 16° 10° Both Rudder Ratio changer has failed (unknown position). RUD RATIO DUAL A Rudder Ratio changer has failed (unknown position). RUD RATIO SNGL
    • 13. NTSB recommendation with regard to rudder control on transport category aircraft
      • A full or nearly full rudder deflection in either direction followed by a full or nearly full deflection in the opposite direction, or certain combinations of side slip angle and opposite rudder deflection, can result in potentially dangerous loads on the vertical stabilizer even at speeds below the design manoeuvering speed.
      • Some aircraft, as speed increases, the maximum available rudder deflection can be obtained with comparatively light pedal forces and small pedal deflections.
    • 14. ELEVATOR CONTROL SYSTEM
    • 15. STABILIZER TRIM CONTROL SYSTEM Control column cutoff Control column cutoff Autopilot input Stabilizer Trim Control Module Stabilizer Trim Control Module Uncommanded stabilizer motion detected and automatic cutout does not occur STAB TRIM UNSCHD With single auto pilot engaged control wheel trim switch input causes auto pilot to disengage.
    • 16. STABILIZER GREEN BAND INDICATION Stabilizer position indication Multiple greenband indication GREENBAND INDICATION Greenband for Takeoff is based on Gross weight, C.G. and selected T/O Thrust Nose gear pressure sensor disagrees with computed stabilizer greenband >STAB GREENBAND
    • 17. FLAP CONTROL FLAP CONTROL SYSTEM 3 Flap Control Units (FCU) Any 1 FCU can operate complete system and indication
    • 18. FLAP CONTROL
      • MODES OF OPERATION
      • Primary Mode
      • Leading Edge Flaps use pneumatic to power 8 Flap Drive Units (4 per wing)
      • Trailing Edge Flaps use hydraulics to power 2 Flap Drive Units from system #4 for outboard and #1 system for inboard.
    • 19. FLAP CONTROL
      • MODES OF OPERATION
      • Secondary Mode
      • Leading Edge Flaps use Electric actuators to drive 8 Flap Drive Units (4 per wing)
      • Trailing Edge Flaps use Electric actuators to drive 2 Flap Drive Units
      M M One or more flap groups are operating in secondary mode FLAPS PRIMARY
    • 20. FLAP CONTROL SEQUENCING Flap lever position: 1 – Leading Edge Flaps, inboard and midspan only extend 5 – Leading Edge Flaps, outboard and Trailing Edge Flaps extend 10 to 30 – Trailing Edge Flaps only Outboard Inboard and Midspan Note: When selecting Thrust Reverse on engines 1 & 4 or 2 & 3 upon landing, Leading Edge Flaps, inboard and midspan retract (improve structural life of flap panels)
    • 21. FLAP POSITION INDICATION Flap position indication Flap lever position indication while flap in transit Flap lever position indication when flap at selected position FLAP LOAD RELIEF Flaps will automatically retract from positions 25 or 30 if placarded speeds are exceeded. The flaps will re-extend to the selected position when speed is reduced (Primary mode only) >FLAPS RELIEF
    • 22. EXPANDED FLAP POSITION INDICATION LE Flap position indication UP Flap lever position indication while flap in transit LE Flap position indication DOWN LE Flap position indication IN TRANSIT Flap position sensor failed One or more flap groups have failed to drive in secondary mode or an asymmetry condition is detected (DO NOT OPERATE IN ALTN) FLAPS DRIVE
    • 23. ALTERNATE FLAP CONTROL
      • Alternate Mode
      • Leading Edge Flaps use Electric actuators to drive 8 Flap Drive Units (4 per wing)
      • Trailing Edge Flaps use Electric actuators to drive 2 Flap Drive Units
      • Flap position is controlled through alternate flap selector position ( Max flap position is 25 )
      • Flap lever and FCU is inoperative, No asymmetry protection or Load relief
      M M ALTN ALL Flap control units inop or Alternate flaps arm switch in ALTN FLAPS CONTROL
    • 24. ALTERNATE FLAP INDICATION ALTERNATE FLAP POSITION INDICATION Shows flaps position only Note: Leading edge flaps take 90 seconds to extend and Trailing edge takes 5.5 minutes Flap position scale
    • 25. THE END