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7.  Operation
A.  Rotation of the aileron control wheels will transmit roll control signals to the aileron power control packages through the captain's control cables. (See figure 2.) Aileron power control package movement actuates the ailerons and simultaneously sends the roll control signal through the aileron spring cartridge and spoiler control quadrant to the ratio changer input rod. Motion of the input rod is transmitted by the ratio changer to the aileron cam inside the spoiler mixer. As the aileron cam rotates, it positions the linkage inside the spoiler mixer to rotate the output shafts and output quadrants. The rotation of the output quadrants is transmitted by cables and actuator quadrants to the spoiler actuator control valves. The resulting motion of the control valves directs hydraulic power to cause the flight spoilers to rise on the wing going down and remain faired on the wing going up. Vertical rotation of the extending actuators provides follow-up to null the control valves. This follow-up allows the flight spoilers to be positioned at any intermediate angle between faired and full up. In this manner the flight spoilers assist the ailerons in providing lateral control.
B.  The actuators for flight spoilers 3 and 6 are powered by hydraulic system A, and the actuators for flight spoilers 2 and 7 are powered by hydraulic system B. (See figure 8.) Flight spoiler hydraulic power is controlled by electric motor -driven valves in the two flight controls modular packages. Two spoiler switches, system A and system B, are provided on the pilots' overhead panel to individually control the two valves.
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Flight Spoiler Hydraulic System Schematic  500 
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C.  The flight spoilers continue to provide lateral control when being used as speed brakes. When speed brakes are on, the ratio changer reduces the magnitude of the roll control signal to the spoiler mixer. This reduces the amount of angular movement of the spoiler panels for a given control wheel position. With the aileron control wheels in neutral, moving the speed brake control lever will cause the flight spoilers on both wings to rise symmetrically. If the aileron control wheels are now rotated, the ailerons will operate normally, and the spoiler panels on the wing going down can rise to their maximum position. The spoiler panels on the wing going up can fall to their minimum position (faired with the wing). The flight spoiler maximum position is 40 degrees up.
D.  Normally the spoiler control signals are through the captain's control cables, the aileron power control package, and the spring cartridge to the ratio changer input rod. The first officer's control cables duplicate the motion of the captain's control cables. However, due to a lost motion device built into the transfer mechanism at the base of the first officer's control column, the first officer's control cables "float" and are actually driven by the powered aileron system through the spring cartridge. If aileron hydraulic power is off, approximately 12 degrees of control wheel travel either way from neutral will take up the lost motion and start to drive the first officer's cables. This, in turn, moves the spoiler control quadrant to initiate spoiler action. In the same manner, the spoilers may be operated by the first officer's control cables in case of a malfunction, which immobilizes the captain's cables or control column. In this case, only the first officer's control wheel transmits motion to actuate the spoilers. A wheel load of 80 to 120 pounds overcomes the spring preload in the transfer mechanism allowing the first officer's control wheel to move independently from the captain's control wheel. If a malfunction immobilizes the first officer's control cables, the captain's control wheel will operate the aileron control system after overcoming the transfer mechanism spring preload.
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FLIGHT SPOILER CONTROL SYSTEM - MAINTENANCE PRACTICES
1.  General
A.  Hydraulic systems A and B must be depressurized prior to performing maintenance on flight spoiler control system components. This is to prevent injury to personnel, resulting from inadvertent operation of the control system while maintenance is being performed. Care must be exercised to locate maintenance stands and items of ground equipment beyond the limits of control surface travel.
　
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