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• Selector control valve
• Hydraulic actuator
• Secondary lock actuator
2. Description of Subsystems, Units and Components:
A. Thrust Reverser System Safety Devices:
During normal TR system operation, the following safety devices are
utilized to protect against inadvertent operation of a TR, a jammed
condition and/or improper operation of the system:
(1) Primary Lock:
(See Figure 2.)
The hydraulic actuator includes a built-in locking device which is
engaged by a spring force when the actuator is fully extended (TR
stowed position). This lock disengages hydraulically when deploy
pressure is applied to the actuator.
(2) Secondary Lock:
(See Figure 2.)
A secondary latch located in the outboard stang beam locks both
doors in the stowed position. It is spring loaded to the locked
position and is unlocked by a solenoid actuator which is energized
via a deploy command. On airplanes having ASC 18 (CAA
requirements), airplanes SN 1000 - 1143 excluding SN 1034 having
ASC 166 and SN 1034, 1144 and subsequent, the solenoid actuator
is de-energized when doors deploy with a 5 second time delay relay.
(3) Mechanical Feedback System:
A mechanical feedback system automatically retards the engine
power lever from a forward position to a near idle position should a
reverser inadvertently deploy. This system also serves as a throttle
interlock in that it restricts the reverse thrust lever from moving into
reverse power range until the reverser moves from fully stowed to
fully deployed position. In addition, the feedback limits reverse
power and forward power during reverser transients. This feature
protects the system in the event of a jammed reverser during
landing or improper reverser operation during an aborted landing
(after reverser has been deployed).
OPERATING MANUAL
PRODUCTION AIRCRAFT SYSTEMS 2A-78-00
Page 5
May 30/02
Revision 7
B. Thrust Reverser System Major Components:
(1) Selector Control Valve:
(See Figure 3.)
(a) All GIV airplanes:
Two TR selector control valves, located in the tail
compartment at FS 682, port hydraulic fluid to the hydraulic
actuator for deploying or stowing the TRs. One valve controls
left TR door operation and the other valve controls right TR
door operation.
(b) Airplanes SN 1000 through 1435 not having Part 2 of ASC
418:
Each TR selector control valve is a four-way, three-position
unit that uses two solenoids to deploy and stow the TR.
When the deploy solenoid is energized, flow from the
pressure port is routed to the deploy port and the stow port is
routed to hydraulic return. When the stow solenoid is
energized, flow from the pressure port is routed to the stow
port and the deploy port is routed to hydraulic return. In the
neutral position (both solenoids de-energized), both ports are
routed to hydraulic return.
The energized solenoid mechanically controls system
pressure to the appropriate end of the spool which then
actuates internal routing of the flow-through valve. The center
position of spool in sleeve is maintained through opposing
springs which position stops at this point. The respective
stop-spring is overcome to allow the spool to move to an
operating position as commanded.
(c) Airplanes SN 1436 and subsequent and airplanes SN 1000
through 1435 having Part 2 of ASC 418:
Each TR selector control valve is a four-way, three-position
unit that uses a single solenoid to deploy and stow the TR.
The solenoid is spring biased and hydraulically powered to
the stow position. When the solenoid is energized, flow from
the pressure port is routed to the deploy port and the stow
port is routed to hydraulic return. When the solenoid is
de-energized, flow from the pressure port is routed to the
stow port and the deploy port is routed to hydraulic return.
The single solenoid TR selector control valve employs a new
spool and sleeve assembly. The new spool and sleeve
assembly is automatically piloted to the stow position when
hydraulic power is available, thus eliminating the need for the
stow solenoid.
(2) Hydraulic Actuator:
(See Figure 2.)
The TR hydraulic actuator is used to operate the TR doors. Each
actuator is mounted on the outboard side of each engine between
the bellcrank and outboard stang beam.
The actuator operates on the aircraft hydraulic system using an
OPERATING MANUAL
2A-78-00 PRODUCTION AIRCRAFT SYSTEMS
Page 6
May 30/02
Revision 7
operating pressure of 3000 PSI and a minimum flow of 6 GPM. It
uses a mechanical lock that consists of four latches driven by a
　
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