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Pilot’s Manual
5-6 PM-126A
CONTROLS GUST LOCK
A gust lock is provided to help prevent wind gust damage to moveable
control surfaces. The gust lock is installed on the pilot’s side only, with
control wheel rotated counterclockwise until the bend in the handle
aligns with the column, and the rudder pedals are centered. Loop
straps around bottom heel, and draw both left and right pedal straps
taut to seat control column against the primary stop. When installed,
the gust lock secures the flight controls in the rudder centered, full
aileron, and full down elevator position.
CONTROLS GUST LOCK
Figure 5-3
Pilot’s Manual
PM-126A 5-7
FLAPS
The airplane’s single-slotted Fowler flaps are electronically controlled
and operated by a hydraulic motor (flap power unit). Each flap panel,
one on each wing, has three safe-life flap tracks and is driven by two
screw jack actuators. A flexible drive shaft transfers power from the hydraulic
motor to each flap actuator. The flap control lever is located on
the center pedestal and is recessed to prevent inadvertent operation.
The flap control lever has settings at 0° (up), 8°, 20° and 40° (down). To
select a new flap position, the flap control lever is moved directly to the
desired setting. Flap position is controlled by a microprocessor based
controller (Flap Control Unit). The Flap Control Unit receives position
command information and an arming signal from the flap control lever
in the cockpit. It then provides the electrical arming and control signal
to the arming solenoid valve located in the flap power unit and receives
a feed-back signal from sensors mounted on the outboard actuator of
each flap panel. When flaps are extended or retracted in flight, the configuration
trim system automatically applies the appropriate amount
of pitch trim to compensate for the pitching moment caused by flap repositioning.
The Flap Power Unit (FPU) is located under the center wing and contains
the hydraulic motor, a servo control valve, an arming solenoid
valve and a pressure switch. The servo valve responds to electrical signals
from the flap control unit and meters hydraulic pressure to the extend
or retract side of the bidirectional hydraulic motor. The arming
solenoid valve must be energized open by the flap control unit before
hydraulic pressure is available to the servo valve. The pressure switch,
located upstream of the servo valve, monitors system pressure between
the arming solenoid valve and the servo valve. If pressure is not available
on flap selection, flaps will be inoperative, but if pressure is available
without a selection command, the FPU will show a fault and the
flaps will operate in a degraded mode, i. e. the flaps may deploy at a
reduced speed when selected. These will cause the following CAS illuminations
in order described above.
The following CAS illuminations are specific to the Flap System:
CAS Color Description
FLAPS FAIL Amber The flap system has failed and the flaps are
inoperative.
FLAPS FAULT Amber The flap system is operating in a degraded
mode.
Pilot’s Manual
5-8 PM-126A
Flexible drive shafts routed along the rear wing spar transmit the rotary
motion of the flap power unit to the input shaft of each of the flap actuators.
Two Rotary Variable Differential Transformers (RVDTs) mounted
on the outboard side of each outboard flap actuator provide position information
to the flap control unit and the flap position indicating unit.
The flap actuators incorporate a screw jack and are attached to the rear
spar. These actuators convert the rotary input motion into linear output
motion through these screw jacks thus driving the flaps. Each actuator
has overtravel end stops. Uncommanded retraction due to airloads, vibration,
etc., is prevented by the screw jack design of the flap actuators.
The flap control system operates on 28-vdc supplied through a 3- amp
FLAP CTRL breaker located on the copilot’s circuit breaker panel
(FLIGHT group).
FLAP CONTROL LEVER
The FLAP control lever will operate in one of four positions (UP, 8°, 20°,
and DN) with detents at the 8° and 20° positions. When retracting flaps,
there is a gate at the 8° position; therefore, the lever must be pulled out
slightly when raising the flaps above 8°. The lever is attached to dual
RVDTs co-located with a flap lever detent switch within the throttle
quadrant. These dual RVDTs transmit the selected position to a flap
control unit. Moving the lever between positions actuates the flap lever
detent switch and energizes a 75-second timing circuit within the flap
　
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