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Extension of the slats to the mid-sealed position is accomplished hydro-mechanically – and does not require electrical power.
Extension of the slats to the full extend position requires electrical power to at least one of the two SSRS computers.
Partial slat position status is provided by slat advisory lights on the center instrument panel. The aural warning system will be activated if the throttles are advanced for takeoff and the slats are not extended.
The TAKEOFF slat light illuminates if the slats are appropriately positioned for flap settings of less than 26.. The slats may be in the mid position (flaps 0. to 13.) or full extend position (flaps 15. to 24.) when this light is on.
The AUTO slat light illuminates if the Autoslat system has actuated to extend the slats from Mid to Full. Illumination of this light is always accompanied by the illumination of the DISAGREE slat light.
The DISAGREE slat light illuminates if the slats are not in the expected position as selected by the flap range. This light illuminates during transit conditions or if the slats are in the wrong position.
The LAND slat light illuminates if the slats are appropriately positioned for flap settings greater than 26°. The slats are in the full extend position when this light is on.
If the slats are in the MID position and the airspeed exceeds 280 knots, an aural overspeed warning “SLAT OVERSPEED” is delivered until the speed is reduced below 280 knots or the slats are retracted.
Horizontal Stabilizer
A movable horizontal stabilizer provides longitudinal trim. The stabilizer is moved by a jackscrew driven by either a primary or an alternate electric motor. Primary trim control is accomplished by actuating dual switches on each control wheel or by moving dual handles on the pedestal. Operation of the primary control moves the stabilizer 1/3° per second. Operation of the dual handles on the pedestal has priority over operation of the control wheel switches. Operation of control wheel switches on one pilot’s control wheel in one direction and operation of control wheel switches on the other pilot’s control wheel in the opposite direction – will cancel the trim operation. Operation of Primary trim by any means will cause the AP to disengage.
Alternate stabilizer operation is provided by two ALT LONG TRIM switch levers mounted on the center of the pedestal. Operation of the alternate control moves the stabilizer 1/10° per second. The alternate motor is also used by the autopilot for trim.
All stabilizer trim operation is protected by dual switches and dual circuits. One switch/circuit controls an electric brake; the second controls power to the jackscrew motor. Whenever the control wheel trim switches or LONG TRIM handles are actuated, both switches/handles must be moved simultaneously and in the same direction to result in stabilizer movement.
When the horizontal stabilizer is being moved by any of the three methods of contorl or by the autopilot trim, an audible signal is sounded once for each 1/2° (approximately) of stabilizer movement. On some aircraft, a vocal warning will be sounded whenever the stabilizer is moved by the autopilot at a rate of or greater than 2. in 30 seconds.  A switch on the aft pedestal is used to stop a primary-trim runaway stabilizer condition. When the switch is returned to the normal position, stabilizer trim power is restored.
Note:  With loss of normal electrical power, the Primary and Alternate Trim systems are inoperative.

Continental
Rev. 12/01/00 #29 Flight Manual
Take Off Condition Computer
Stabilizer trim takeoff settings are determined by entering calculated takeoff values for C.G. and flap setting into the pedestal mounted computer.  When the appropriate C.G. and flap settings appear in their respective readout windows, the stabilizer setting numeric value will appear in the TAKEOFF CONDTN LONG TRIM window. This numeric value may then be set using either the LONG TRIM handles or the pilots’ control wheel trim switches.  When the LONG TRIM indicator matches the LONG TRIM position takeoff indicator, the stabilizer is set for takeoff.
If either throttle (or, on airplanes with Service Bulletin 31-34 incorporated or production equivalent, both throttles are) is advanced for takeoff and the stabilizer setting does not agree with the TAKEOFF CONDTN LONG TRIM numeric value, or the FLAP / SLAT handle (after being positioned to the T.O. flap setting) does not agree with the value in the stabilizer takeoff setting computer FLAP readout, an intermittent audible warning signal will be activated.
STALL PROTECTION SYSTEM
Prior to the onset of an aerodynamic stall, a stall protection system will be activated. An approach to stall will be detected by either of two, independent, stall indication systems. Each detection system has a computer that receives input from an angle-of-attack vane and horizontal stabilizer and flap / slat position transmitters. Either detection system will provide pre-stall warning indications by actuation of stick shakers at approximately 10% above stall. At stall recognition, either detection system will provide input to the autoslat system and extend the slats, if in mid-sealed position, and actuate the stall warning system by means of a pulsating input to the glareshield STALL lights and to the stall recognition speakers (on some aircraft the CAWS system with vocal warning). With slats extended and stall recognition conditions exceeded by programmed amounts as detected by both computers, the control columns will be mechanically moved forward simultaneously with appropriate elevator movement. In addition, the STICK PUSHER PUSH TO INHIBIT lights on the glareshield will illuminate.  Both the prestall and stall recognition signals are provided with rate anticipation that will cause the stall protection warning system to actuate quicker when stall is approached at high rate of angle-of-attack change.
　
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