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driven pump discharge pressure to the primary flight
controls (horizontal tails, rudders, inboard spoilers) and
stability augmentation actuators. Conversely, the 1,808
psi priority valves give priority to the remabring systems
on the other side (inlet ramps, wing sweep, em.) with
pressures uppliedb y the hydraulic transferp ump. Under
such circumstances, the pilot should be. aware of the
hydraulic energy available and demands of the various
system components. Large and abrupt control commands
can rapidly consume total energy with the engine(
s) at IDLE speed. For example, during a
single-enginela ndingrollout, ifexcessive horizontal tail
movements are commanded, the nosewheel stewing and
wheelbrake operation could be temporarily lost.
ORIGINAL
NAVAIR Ol-Fl4AAD-I
2.16.2.2 Normal Hydraulic Isolation. The combined
system incorporates isolation circuits to limit distribution
of flight essential components. With the LDG
GEAR handle UP, normal isolation may be selected by
the pilot to prevent loss of hydraulic fluid in the event
of material failure or combat damage to the isolated
systems. Normal isolation electrically shuts off hydraulic
pressure to wheelbrakes, antiskid, landing gear, and
nosewheel steering. It is activated by placement of the
HYD ISOL switch to FLT on the landing gear panel.
Placement of the gear handle to DN mechanically cams
the HYD ISOL switch to T.O./LDG or the pilot can
manuallyselect itbeforeloweringthelandinggear. Such
action returns all combined-system components to normal
operation.
2.16.3 Outboard Spoiler System. The outboard
spoilers are powered by a separate closed-loop system,
independent of the main hydraulic systems (see Figure
2-40). An electrohydraulic power module supplies hydraulic
pressure for outboard spoiler deflection and provides
a backup power source for the main flaps and slats.
Outboard spoiler operation is electrically inhibited at
wing-sweep angles greater than 62” and the power module
isdeactivatedat wing-sweep angles greater than 65”.
A thermal cutout circuit secures the system in the
event ofoverheating. Normal operation is automatically
restored when fluid temperature falls below the prescribed
limit. The thermal cutout circuit is disabled with
the gear handle down and weight off wheels to prevent
overtemperature shutdowns during takeoff or landing.
To avoid overheating because of prolonged ground operations,
the outboard power module is deactivated with
the flap handle up when on internal electrical power with
weight on wheels.
Electrical power for the outboard spoiler system motor
is supplied from the right main ac bus. The module
can be activated using external ac electrical power. With
the module pressurized, the ON flag appears in the
SPOIL window at the bottom of the hydraulic pressure
indicator; otherwise, an OFF indication is displayed in
the window.
Reservoir servicing level is shown by an indicator rod
protruding from the integral power package. A fluid
temperature gauge that registers current and retained
peak systemt emperaturesis on the power module. Protrusion
of a red-tipped pin on the integrated filter package
is an indication of a clogged filter.
2.16.3.1 Flap and Slat Backup Operation. AIthough
normal operation of the main flap and slat segments
is powered by a combined system motor on the
flap and slat gearbox, an auxiliary motor powered by the
outboard spoiler system is geared to the same shaft to
provide for emergency operation (retraction and extension)
of the main flaps and slats at a reduced rate. Failure
of combineds ystemp ressurea ctivatest he auxiliary motor
to drive the flap and slat gearbox when selected by
the normal flap handle or maneuvering flap
thumbwheel.
2.16.4 Backup Flight Control System. The backup
flight control system consists of a two-speed electrohydraulic
power module known as the backup flight control
module. The BFCM provides fluid energy to operate
the horizontal tails and rudders at a reduced rate (see
Figure 2-41). Emergency power provides sufficient
pitch, roll, and yaw control for return flight and landing
with both main hydraulic power systems inoperative.
Return flow from the combined side ofthe rudder and
stabilizer actuators is first used to ensure the BFCM
reservoir is filled. When tilled, a reservoir bypass valve
opens, which allows return flow to the combined system.
A priority valve connects the BFCM return to the
aircraft’s combined system return. When the combined
system pressure falls below 300 psi, the priority valve
　
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