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75O
115
81
ART
I
G
N
ND
STAB
789 DN DN DN
OUT
3O
GEAR
–TRIMS–
NL RUDDER NR
AIL
LWD RWD
7.2
NU
NL NR
CH1 CH2
STAB
RUD
PUSH OFF/RESET
AIL
TRIMS
R
W
D
L
W
D
OFF OFF
1 1
2 2
3 3
4 4
FCU's
ROLL
COMMANDS
ROLL
COMMANDS
ROLL DISCONNECT
SWITCH
TRIM ACTUATOR
M
M
TRIM POSITION
TO EICAS
Autopilot
Input
Power
Control Unit Right Aileron
(position to
AFCS)
Multifunction
Spoilers
Left Aileron
(position to EICAS
Flight Controls Page)
GX_10_009
CONFIGURATION
WARNING
“NO TAKEOFF”
CONFIG AIL TRIM
LEGEND
ELECTRICAL INPUT
MECHANICAL INPUT
CABLE INPUT
TRIM MOTOR
NOSEDN
NOSEUP
DISC
MASTER
TCS
MIC
NOSEDN
NOSEUP
DISC
MASTER
TCS
MIC
AIL
For Training Purposes Only
Sept 04
10-13
P I LOT T R A I N I N G GU I D E
FLIGHT CONTROLS
RUDDER CONTROL
Directional control about the yaw axis is provided by the rudder control system. The
rudder is hydraulically powered through displacement of either pilot’s rudder pedals,
and controlled via control rods, cable runs and quadrants.
RUDDER CONTROL GENERAL ARRANGEMENT
Rudder Control System Operation
Each rudder pedal assembly allows for transmission of pedal input via control rods to
the forward quadrant and shaft assembly. The cable system has a single path in the
fuselage and is doubled in the rotor burst zone. The forward cable quadrant (one in
each control circuit) transmits the cable circuit to the aft quadrant. Artificial feel is
provided by a linear spring unit (rudder feel unit), connected to the aft quadrant.
Rudder input from the aft quadrant is received by a load limiter (telescopic rod) which
protects the system from rapid inputs. The load limiter delivers pilot input to a
summing mechanism which adds the trim and yaw damping commands to the pilot
commanded rudder input.
GX_10_010
Forward
Quadrant
Pedal
Assembly
Rudder
Pedal
Shaft
Assembly
Splitter
Quadrants
Cable
Circuit
Aft Quadrant
Rudder Feel
Unit
Yaw
Damper
Summing
Mechanism
Trim
Actuator
Load
Limiter
Rudder
Travel
Limiter
Rudder
PCUs
P I LOT T R A I N I N G GU I D E
FLIGHT CONTROLS
10-14 For Training Purposes Only
Sept 04
Yaw dampers are used to improve the airplane’s lateral/directional stability and turn
coordination. Dual yaw dampers operate in an active/standby mode to provide
continuous yaw damping in the event of one failed yaw damping channel. The active/
standby status will be switched automatically with the switching of active flight
guidance computers.
Initial yaw damper engagement is controlled by flight guidance computer at IAC
power up. In flight the pilot will have to select the YAW switch located on the
guidance panel if re-engagement of the yaw damping system is necessary.
Yaw damper condition is continuously monitored and any fault detected is displayed
on EICAS. To ensure full performance in cold conditions, each actuator has a
thermofoil heater which is powered, controlled, and monitored by the Heater Brake
Monitor Unit (HBMU). For the damping control systems characteristics please refer to
Chapter 2, AUTOMATIC FLIGHT CONTROL SYSTEM of this manual.
The summing mechanism output is transmitted via a control rod to the Rudder Travel
Limiter (RTL). The RTL limits the rudder surface travel at high speeds and allows full
rudder surface travel at low speeds. The RTL output drives a torque tube which is
connected (via load limiting bungees) to the input lever of the associated hydraulic
PCUs. There are three PCUs powering the rudder system.
Rudder Travel Limiter
The RTL limits rudder authority as a function of Calibrated Airspeed (CAS) and flap
position to ensure that the deflection of the rudder surface will not cause exceedance
of the structural capability of the vertical stabilizer, while allowing for sufficient
authority to control the airplane. The RTL also allows for full rudder authority in the
event of total loss of FCU control at high airspeed.
After takeoff the amount of rudder travel
will be limited as a function of flap
retraction or airspeed increasing above
155 knots.
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