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on the FLIGHT CONTROLS synoptic page. If a differential of greater than 5° between each
elevator position exists, an ELEVATOR SPLIT caution message will appear.
Within the elevator control mechanism, a stick shaker and stick pusher system can be activated
via the stall protection system (SPS). The SPS is covered later in this chapter.
Pitch Disconnect
In the event of a control cable jam or elevator system malfunction, the left and right elevator
control circuits can be isolated by pulling the PITCH DISC handle on the center pedestal. This
provides reduced pitch authority through the one elevator on the operable circuit. The PITCH
DISC handle can be reset at any time, locking the two circuits together again.
Elevator PCU Protection
An elevator PCU jam or failure can be overcome by integrated jam-tolerant input rods. These
rods collapse or expand in the event of both PCUs on one side having no hydraulic pressure,
and enable operation of the opposite side elevator. If one of the pair of on-side PCU control
valves jams, the jam-tolerant input rod will allow operation of the adjacent PCU control valve.
Flutter Damper
Two flutter dampers are installed on each elevator. These are identical in design and function
to those installed on the ailerons.
FLIGHT CONTROLS
Description
Vol. 2 10−10−4
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
PRIMARY FLIGHT CONTROLS (CONT'D)
Pitch Control − Schematic
Figure 10−10−3
FLIGHT CONTROLS
Description
Vol. 2 10−10−5
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
PRIMARY FLIGHT CONTROLS (CONT'D)
Rudder
Yaw control is provided by a hydraulic actuated rudder, hinged on the rear spar of the vertical
stabilizer. Two separate mechanical control paths are provided from the rudder pedals to three
independent PCUs. Each PCU is powered by a separate hydraulic system. A position
transmitter provides visual indication of rudder deflection on the FLIGHT CONTROLS synoptic
page.
Both rudder pedal control systems have an anti-jam breakout mechanism. In the event of a
jammed rudder control on one side, both pilot and copilot rudder pedals are capable of
operating the remaining control system. Additional force on the rudder pedals is required to
bypass the inoperative side, allowing rudder operation.
A two-channel yaw damper system is installed, and supplies small rudder corrections in
response to reference signals from the IRUs through the FCCs. This is considered a function of
the automatic flight control system (AFCS). Refer to Chapter 4, Automatic Flight Control
System, for additional information.
FLIGHT CONTROLS
Description
Vol. 2 10−10−6
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
PRIMARY FLIGHT CONTROLS (CONT'D)
Yaw Control − Schematic
Figure 10−10−4
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.
FLIGHT CONTROLS
Description
Vol. 2 10−10−7
Oct 05/06
CL−605 Flight Crew Operating Manual
PSP 605−6
SECONDARY FLIGHT CONTROLS (CONT'D)
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 page and the FLIGHT CONTROLS
　
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