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Description
Vol. 2 10−10−7
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
PRIMARY FLIGHT CONTROLS (CONT'D)
Yaw Control − Schematic
Figure 10−10−4
FLIGHT CONTROLS
Description
Vol. 2 10−10−8
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
SECONDARY FLIGHT CONTROLS
Description
The secondary flight controls include the horizontal stabilizer, inboard and outboard flaps, flight
and ground spoilers, and the associated trim systems. The horizontal stabilizer trim is electrically
actuated via a jackscrew. Flaps are electrically powered, and are driven by flex cables and ball
screw actuators. Spoilers are hydraulically powered. Trim about all three axes is electrically
controlled from the cockpit.
Components and Operation
Horizontal Stabilizer Trim
Pitch trim is accomplished by varying the angle of incidence of the horizontal stabilizer. The
horizontal stabilizer trim control unit (HSTCU) commands the actuation of the stabilizer leading
edge with a jackscrew, driven by two electric motors through a range of 0° to −9° at specific
rates of movement. The HSTCU receives inputs from the pilot’s and copilot’s control wheel pitch
trim switches, the autopilot, and the Mach trim system. The HSTCU has two channels that are
engaged by the CH 1 and CH 2 switch/lights on the STAB TRIM panel on the center pedestal.
Normally, with both channels engaged, CH 1 is in command, with CH 2 in standby.
Operation of the horizontal stabilizer is continuously monitored by the HSTCU. In the event of a
single-channel failure, the STAB CH 1 (2) INOP status EICAS message will appear, and the
remaining channel will provide control. If both channels fail, the STAB TRIM caution EICAS
message appears, and stabilizer trim becomes inoperative.
Horizontal stabilizer trim position is displayed on the EICAS primary page and the FLIGHT
CONTROLS synoptic page. The normal trim setting for takeoff (−3 to −6 degrees) is depicted on
the indicator as a green band.
If stabilizer trim is not set in this range with the aircraft in the take-off mode, a CONFIG STAB
warning EICAS message will be displayed, and an aural “CONFIG TRIM” will sound.
Stab Trim Panel
Figure 10−10−5
Stab Trim Indications
Figure 10−10−6
FLIGHT CONTROLS
Description
Vol. 2 10−10−9
REV 66, Feb 01/07
CL−604 Operating Manual
PSP 604−6
SECONDARY FLIGHT CONTROLS (CONT'D)
Horizontal Stabilizer Trim Priority
The stabilizer trim can be operated manually with the pilot’s and copilot’s control wheel pitch trim
switches, or automatically with the autopilot or the Mach trim system. The order of priority and
rate of movement are as follows:
1. Pilot manual trim – The pilot’s control wheel pitch trim switch is highest in the order of
priority. The stabilizer rate of movement is 0.5°/sec.
2. Copilot manual trim – The copilot’s control wheel pitch trim switch is next highest in the
order of priority. The stabilizer rate of movement is 0.5°/sec.
3. Autopilot trim – The stabilizer rate of movement is 0.1°/sec. If a flap selection is made
with the autopilot engaged, the rate of movement reverts to the higher rate of 0.5°/sec
during flap transition.
4. Mach trim – The Mach trim is lowest in the order of priority. The stabilizer rate of
movement is between 0.03° and 0.06°/sec.
Horizontal Stabilizer Trim Clacker
If the horizontal stabilizer is in motion at a rate of more than 0.3°/sec for more than 3 seconds, a
clacker (“drumroll” sound) is activated, to alert the pilot of a possible horizontal stabilizer trim
runaway condition.
In the event of a runaway stabilizer trim condition, both channels can be quickly disconnected,
by pressing the STAB TRIM DISC button on either outboard control wheel horn.
Mach Trim
At least one STAB TRIM channel must be engaged to have Mach trim engaged. The Mach trim
system, when engaged and active, compensates for the rearward shift of the aerodynamic
center of pressure as Mach number increases. The Mach trim system schedules inputs to the
HSTCU to command movement of the horizontal stabilizer, when hand-flying at speeds greater
than Mach 0.4.
Aileron Trim
Aileron trim is accomplished by activation of the AIL TRIM switches on the center pedestal.
Actuation of both switches provides arming and directional signals, which bias the control
circuits to actuate the PCUs and deflect the ailerons. Actuation of the aileron trim will cause the
　
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