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addition, a disconnect mechanism is incorporated into the pilot’s control
wheel which allows the disconnection of the aileron control system
(in the event of a jam) and switching to spoileron system for roll control.
The fuselage control circuit connects both pilot’s and copilot’s control
wheels together, and each wing control circuit is connected to the aileron
drive mechanism. The three control circuits are connected together
via a common sector assembly. In normal operation, whether by an input
from the autopilot or by manual input to one of the two control
wheels, the two control circuits will move in unison to drive the two aileron
panels. The aileron control system is considered the primary system
for roll control and is interfaced with the spoileron system for roll
augmentation.
ROLL DISCONNECT
If ailerons become jammed, the aileron control system can be disconnected
and the spoileron system can be used for roll control. The pilot’s
control wheel is disconnected from the aileron cables and copilot’s control
wheel by the red lever labeled ROLL DISC located on the hub of the
pilot’s control wheel. This will also disconnect and prevent engagement
of the autopilot. Safe flight can continue on spoilerons alone. For
more information on roll disconnect, see Spoileron (ROLL DISCONNECT)
system.
SECTION V
FLIGHT CONTROL SYSTEMS &
AVIONICS
Pilot’s Manual
5-2 PM-126A
CONTROL WHEEL
Each flight station is equipped with a U-shaped control wheel. The pilot’s
control wheel is equipped with a disconnect assembly which employs
a red lever labeled ROLL DISC located on the inboard side of the
control wheel hub (Figure 5-1). Each control wheel contains the following
switches: Control Wheel Trim, Control Wheel Master (MSW), MIC,
IDENT, Touch Control Steering (TCS), and Checklist Line Advance.
ELEVATOR
Movement of the control columns is mechanically translated into elevator
surface movement through levers, bellcranks, sectors, cables, and
pushrods. The elevator control system consists of two parallel control
circuits. The two control circuits are normally connected together via
forward and aft disconnect assemblies in which either control column
moves both the left and right elevator surfaces in union. A mechanical
up/down spring is also used in the system to augment high and low
speed trim ability of the airplane. If a jam occurs in either mechanical
control circuit, an elevator disconnect feature is incorporated into the
system.
CHECKLIST
LINE ADVANCE
TOUCH
CONTROL
STEERING
(TCS)
IDENT
MIC SWITCH
SWITCH
(NOT SHOWN)
CONTROL WHEEL
MASTER SWITCH
(MSW)
CONTROL WHEEL
TRIM SWITCH
ARM
BUTTON
ROLL DISC LEVER
(PILOT'S SIDE ONLY)
CONTROL WHEEL
Figure 5-1
Pilot’s Manual
PM-126A 5-3
ELEVATOR DISCONNECT
In the event of an elevator jam, the two cable circuits can be disconnected
by pulling the red ELEV DISC T-handle (Figure 5-2) located at the
left-forward edge of the pedestal. The airplane will then be controlled
with the unjammed elevator. The forward and aft disconnect assemblies
are dog clutch devices that are operated simultaneous by the handle
being pulled. When the ELEV DISC T-handle is pulled, a cable
connected to the handle shaft is pulled which disengages the forward
clutch thereby disengaging the two control columns. Electrical switches
sense the movement of the shaft and signal the aft disconnect to disengage.
When the handle is pulled to full extension, it must be rotated 90°,
either clockwise or counterclockwise, to lock it in the disconnect position.
The elevator forward disconnect is a mechanical clutch mechanism
located on the torque tube between the control columns. The
clutch is held open when the ELEV DISC T-handle is pulled and locked
in the extended position. This will disconnect and prevent engagement
of the autopilot.
X
E
T
EMERGENCY/PARKING
BRAKE
8
CUTOFF CUTOFF 250
2
0
D
N
TEST PRESS
D
I
S
C
RADIO CTL
HOT BUS
ON
ANTI
-ICE
OFF
RUDDER
BOOST
PIT TRIM
BIAS
E
L
E
V
SPLRN
LTS
VOL
GEAR
FIRE
DET
SYS TEST// RESET
ADC
STALL
OFF
NAV
AUDIO
MODES
SQ
P
U
L
L
FLAP
1798
L WING
2404
FUSELAGE
1798
R WING
USEABLE FUEL TOTAL: 6000 LBS
　
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