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E.  The flight spoilers will be positioned between 0 degrees and full up depending on speed brake lever position. The full up position for flight spoilers 2, 3, 6, and 7 is 40 degrees.
F.  A speed brake warning system provides an aural warning to prevent takeoff with the speed brakes raised or speed brake control lever in ARMED position.
2.  Ground Spoiler Panel
A.  Ground spoilers 1 and 8 are located outboard of the flight spoilers. Ground spoilers 4 and 5 are located inboard of the engines (Fig. 1). The ground spoilers are of bonded honeycomb construction. They are constructed with upper and lower skins of clad aluminum alloy and a nonperforated aluminum alloy honeycomb core. On some airplanes, the ground spoilers are of graphite/epoxy construction with upper and lower skins of graphite laminate and graphite/epoxy nomex honeycomb core. A continuous phenolic rub strip is bonded to the lower surface at the trailing edge. Dacron covered silicon rubber seals are installed at each end and at the forward edge. The seals at each end are adjustable. Ground spoilers 4 and 5 are interchangeable between themselves. Ground spoilers 1 and 8 are interchangeable between themselves and with the flight spoilers.
B.  The ground spoilers are attached to wing structure by four hinge fittings equipped with self-aligning bearings. Ground spoilers 1 and 8 are located forward of the outboard flaps and are attached to wing structure aft of the rear spar. Ground spoilers 4 and 5 are located forward of the inboard flaps and are attached to wing structure aft of the rear spar and landing gear support beam. The actuators for ground spoilers 1 and 8 are attached directly to the spoilers and wing structure at the center of each spoiler. The actuators for ground spoilers 4 and 5 are attached directly to wing structure and through an actuator linkage to the spoilers. Bonding jumpers provide an electrical bond between the ground spoilers and wing structure.
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C.  The ground spoilers are constructed with a straight trailing edge. When the spoilers are down, the down limit is provided by bottoming the piston in the actuator. In this position a clearance is maintained between the outboard flaps and ground spoilers 1 and 8. On ground spoilers 4 and 5 the actuator linkage is adjusted to maintain the clearance between the inboard flaps and the spoilers. In flight, the flap will move up due to airloads; and the phenolic strip may contact the abrasion resistant finish on the flap upper surface.
3.  Speed Brake Control Lever
A.  Manual control signals to the speed brake control system are applied at a speed brake control lever (Fig. 2). The speed brake control lever is located on the left side of the control stand. The control lever handle extends above the control stand through a cutout in the cover. An indicator on the lever follows a plate on the stand. The plate is marked at the DOWN and UP positions with additional markings at the ARMED detent and FLIGHT DETENT.
B.  The speed brake control lever has a compression spring in the telescoping handle. Projecting inward from the control lever is a small latch lug. Lever movement aft of the DOWN position is prevented until the handle is lifted to raise the latch lug out of a detent. During a refused takeoff (RTO), application of the reverse thrust levers mechanically lifts the speed brake lever out of the down and locked detent.
4.  Speed Brake Forward Drum Mechanism
A.  A speed brake forward drum mechanism in the fuselage lower nose compartment transfers speed brake lever motion and speed brake lever actuator motion into cable motion. Speed brake lever input to the mechanism is through two control rods and an idler link (Fig. 2). The mechanism also provides control lever braking; a speed brake armed detent and a speed brake in-flight detent. It consists of a lever brake mechanism, a speed brake lever actuator, a speed brake forward drum, a detent roller arm, and three switches.
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B.  The lever brake mechanism consists of an input arm, a shoe assembly, a drive arm, a brake quadrant, a shaft and a support bracket.  (See figure 3.)  The lower control rod from the speed brake lever is attached to the input lever.  The speed brake lever actuator is attached to the support bracket which is mounted on the shaft.  The shaft is supported in the structure by two bearings.  The outboard end of the shaft is splined for attachment of the speed brake forward drum.  Shoe pins in the shoe assembly form a cluster about the brake quadrant in a rectangular layout.  The shoe assembly is mounted on a pivot pin through a drive arm.  The drive arm is fixed to the shaft and rotates with the shaft and drum.  The brake quadrant and support bracket are held from rotating by the automatic speed brake lever actuator.  A rotational force applied to the forward drum will be transmitted to the shoe assembly through the pivot froward drum will be transmitted to the shoe assembly through the pivot pin.  This force on the shoe assembly applies a shearing action on the
　
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