AIRPLANE FLIGHT CONTROLS

OPERATIONS
MANUAL

SECTION 2-13

FLIGHT CONTROLS
TABLE OF CONTENTS
Block Page

General .............................................................................. 2-13-05 ..01

Pitch Control....................................................................... 2-13-10 ..01
General........................................................................... 2-13-10 ..01
Elevator .......................................................................... 2-13-10 ..02
General ....................................................................... 2-13-10 ..02
Jammed Elevator........................................................ 2-13-10 ..02
Jammed Elevator Operation ....................................... 2-13-10 ..02
Tabs................................................................................ 2-13-10 ..02
General ....................................................................... 2-13-10 ..02
Servo Tabs ................................................................. 2-13-10 ..02
Spring Tabs ................................................................ 2-13-10 ..02
Pitch Trim System .......................................................... 2-13-10 ..04
General ....................................................................... 2-13-10 ..04
System Components .................................................. 2-13-10 ..04
Horizontal Stabilizer Control Unit (HSCU) ............. 2-13-10 ..04
Horizontal Stabilizer Actuator (HSA) ..................... 2-13-10 ..04
System Operation ....................................................... 2-13-10 ..04
Pitch Trim Channels Priority ....................................... 2-13-10 ..06
Pitch Trim System Protection ..................................... 2-13-10 ..06
Switch Protection................................................... 2-13-10 ..06
Runaway Protection .............................................. 2-13-10 ..06
Inadvertent Actuation Protection ........................... 2-13-10 ..07
HSA Excessive Load Protection............................ 2-13-10 ..07
EICAS Messages ........................................................... 2-13-10 ..08
Controls and Indicators................................................... 2-13-10 ..10
Control Stand .............................................................. 2-13-10 ..10
Control Wheel ............................................................. 2-13-10 ..11
Control Pedestal Aft Panel.......................................... 2-13-10 ..12
EICAS Indication......................................................... 2-13-10 ..14

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REVISION 26 2-13-00 1 01
FLIGHT CONTROLS AIRPLANE
OPERATIONS
MANUAL
Roll Control......................................................................... 2-13-15.. 01
Aileron Control System ................................................... 2-13-15.. 02
Roll Trim System ............................................................ 2-13-15.. 04
EICAS Messages............................................................ 2-13-15.. 06
Controls and Indicators................................................... 2-13-15.. 06
Flight Controls Panel .................................................. 2-13-15.. 06
Control Stand.............................................................. 2-13-15.. 07
Control Pedestal Aft Panel.......................................... 2-13-15.. 08
EICAS Indications....................................................... 2-13-15.. 09
Yaw Control ........................................................................ 2-13-20.. 01
Rudder Control System .................................................. 2-13-20.. 02
Automatic Shutoff Through the Speed Switch............ 2-13-20.. 04
Rudder Hardover Protection ....................................... 2-13-20.. 04
Rudder Deflection ........................................................... 2-13-20.. 05
Airplanes Under CTA and FAA Certification............... 2-13-20.. 05
Airplanes Under JAA Certification .............................. 2-13-20.. 05
Yaw Trim System............................................................ 2-13-20.. 06
EICAS Messages............................................................ 2-13-20.. 08
Controls and Indicators................................................... 2-13-20.. 09
Flight Controls Panel .................................................. 2-13-20.. 09
Control Pedestal Aft Panel.......................................... 2-13-20.. 10
Main Panel.................................................................. 2-13-20.. 11
EICAS Indications....................................................... 2-13-20.. 12
Gust Lock System .............................................................. 2-13-25.. 01
Mechanical Gust Lock System ....................................... 2-13-25.. 01
Electromechanical Gust Lock System ............................ 2-13-25.. 01
Locking Operation ...................................................... 2-13-25.. 02
Unlocking Operation ................................................... 2-13-25.. 04
Controls and Indicators................................................... 2-13-25.. 06
Glareshield Panel ....................................................... 2-13-25.. 06
Control Stand.............................................................. 2-13-25.. 07
Flap System........................................................................ 2-13-30.. 01
Flap System Operation ................................................... 2-13-30.. 02
EICAS Messages............................................................ 2-13-30.. 04
Controls and Indicators................................................... 2-13-30.. 04
Control Pedestal Aft Panel.......................................... 2-13-30.. 04
EICAS Indications....................................................... 2-13-30.. 06
Spoiler System ................................................................... 2-13-35.. 01
Ground Spoiler................................................................ 2-13-35.. 02
Speed Brake ................................................................... 2-13-35.. 02
EICAS Messages............................................................ 2-13-35.. 04
Controls and Indicators................................................... 2-13-35.. 04
Control Stand.............................................................. 2-13-35.. 04
EICAS Indications....................................................... 2-13-35.. 06

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2-13-00 2 01 REVISION 25
 AIRPLANE FLIGHT CONTROLS
OPERATIONS
MANUAL
GENERAL
The primary flight control system consists of elevators, ailerons and
rudder. Elevators are mechanically actuated. The ailerons and rudder
are hydraulically powered and may also be mechanically actuated in
case of loss of both hydraulic systems.

Trim system is provided in all axis. Tabs are provided for pitch control
only, and are not available for ailerons and rudder.

A gust lock system blocks elevator controls on the ground, avoiding

damage to the control systems in case of strong wind gusts. The
rudder and ailerons are hydraulically damped for the same purpose.

An electrically operated flap system is provided with five discrete

positions.

Speed brakes installed overwing allow increased descent rate and help
in decelerating the airplane. Ground spoilers destroy lift, thus providing
better braking effectiveness.

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MANUAL

FLIGHT CONTROL SURFACES

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 AIRPLANE FLIGHT CONTROLS
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MANUAL

PITCH CONTROL
GENERAL
Pitch control is provided by mechanically-actuated elevators and an
electrically-positioned horizontal stabilizer which is commanded
through the Pitch Trim System. Tabs are automatically positioned, thus
reducing pilots effort.

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REVISION 25 2-13-10 1 01
FLIGHT CONTROLS AIRPLANE
OPERATIONS
MANUAL
ELEVATOR
GENERAL
The primary pitch control system is performed by the elevators, which
are actuated through a fully duplicated set of command circuits.
JAMMED ELEVATOR
In case of jamming of one of the circuits (left or right), both elevator
panels may be disconnected through a handle located on the control
pedestal. This procedure will release the free elevator panel from its
jammed counterpart, allowing the free panel to be commanded.
When disconnected, an amber light illuminates on the control stand.
Controls cannot be reconnected during flight, requiring maintenance
action.
JAMMED ELEVATOR OPERATION
The autopilot elevator servo and the stick pusher servo are connected
on the left side of the disconnection device. Once disconnection is
actuated, the stick pusher will actuate only on the left side and autopilot
must not be used.

TABS
GENERAL
There are four tabs, two on each elevator panel, located near the
elevator root. The outer tabs are servo tabs and the inner tabs are
spring tabs.
SERVO TABS
The deflection of the servo tabs is proportional to the elevator
deflection. Since the servo tabs proportionally deflects in the opposite
direction to the elevators, it promotes a reduction in the forces
required.
SPRING TABS
The spring tabs are connected in such a way that elevator deflection in
one direction causes the spring tab to move in the opposite direction,
thus reducing the amount of force required to move the elevator.
Spring tab deflection is proportional to the control column force and,
therefore, to the aerodynamic load imposed on the elevator. At low
speeds, the spring tab remains in the neutral position. At high speeds,
where the aerodynamic load is greater, the tab functions as an aid in
moving the elevator.

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 AIRPLANE FLIGHT CONTROLS
OPERATIONS
MANUAL

ELEVATOR SCHEMATIC
(*) The thick marks represent, respectively, 4° nose down (top of the scale), neutral,
and 10° nose up (bottom of the scale) and each intermediate marks represent a
2° variation.

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REVISION 25 2-13-10 3 01
FLIGHT CONTROLS AIRPLANE
OPERATIONS
MANUAL

PITCH TRIM SYSTEM

GENERAL
Pitch trim is accomplished by an electrically-actuated movable
horizontal stabilizer. The system may be either automatically or
manually commanded. In both cases, the pitch trim signal is sent to the
Horizontal Stabilizer Control Unit (HSCU) channels, which after
processing it, command the electric motor in the Horizontal Stabilizer
Actuator (HSA).

SYSTEM COMPONENTS
Horizontal Stabilizer Control Unit (HSCU)
The Horizontal Stabilizer Control Unit (HSCU) is located in the rear
electronic compartment at the rear fuselage. It incorporates two
identical control channels, main and backup. These channel operations
are totally independent from each other. If the pitch trim main channel
is inoperative, the horizontal stabilizer can still be commanded through
the backup channel.
The HSCU controls the trimming rate (in degrees/second) based upon
the airplane airspeed. The trimming rate reduces as the airspeed
increases. The HSCU also checks the stabilizer surface position.
When the Takeoff Configuration Check Button is pressed, if the surface
is not within the takeoff green band limits, an aural warning message is
sounded to the crew.
Horizontal Stabilizer Actuator (HSA)
The Horizontal Stabilizer Actuator (HSA) consists of an
electromechanical actuator driven by two DC motors. One of the
motors is driven by the main control channel of the Horizontal Stabilizer
Control Unit (HSCU) and the other motor is driven by the backup
channel of the HSCU. Only one motor will be driven at a time.

SYSTEM OPERATION
Pitch trim commands may be done manually through the main
switches on the control wheels or through backup switch on the control
pedestal aft panel and automatically commanded through the autopilot
or speed brake actuation.
When using the main control wheel trim switches or the backup trim
switch, it is necessary to command both halves simultaneously
because, if just one half is commanded, the control unit will not provide
any command to the actuator.
In the case of activation of any stick shaker, the pitch trim up command
will be inhibited.

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 AIRPLANE FLIGHT CONTROLS
OPERATIONS
MANUAL

PITCH TRIM SCHEMATIC

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PITCH TRIM CHANNELS PRIORITY

Command priorities are: LH switch actuation overcomes the RH switch
actuation, which, in turn, overcomes the autopilot. There is no priority
with respect to the actuation of the main pitch trim switches and the
backup pitch trim switches, the first being commanded taking priority.
The main and backup pitch trim switches should not be commanded
simultaneously. For the case of a simultaneous command of both
channels, there is an specific logic inside the HSCU:
− For airplanes equipped with an HSCU P/N 362100-1009, -5009 or
newer, the message PIT TRIM 1 (2) INOP will be displayed on the
EICAS, associated to the second switch commanded. This message
will disappear around 4 seconds after the second pitch trim switch is
released.
− For airplanes equipped with an HSCU P/N 362100-1007, if the
switches are commanded in different directions, the secondly
commanded channel will become inoperative for the remainder of
the flight and the respective message, PIT TRIM 1 (2) INOP, will be
displayed on EICAS.

PITCH TRIM SYSTEM PROTECTION

Switch Protection
When only one half of the main control wheel trim switch or backup
trim switch is commanded for more than 7 seconds continuously, the
control unit will recognize that one half of the switch is failed stuck at
the commanded position and will disregard any other command
coming from that faulty switch.
NOTE: For airplanes equipped with HSCU -1009 or -5009 or newer
and AWU -5 a TRIM voice message is provided to alert pilots
that just one half of switch is being commanded and those
equipped with HSCU -1009 or -5009 or newer and EICAS
version 18 and on the messages PTRIM CPT SW FAIL,
PTRIM F/O SW FAIL and PTRIM BKP SW FAIL will be
displayed on the EICAS.
Runaway Protection
A quick-disconnect button on each control wheel allows disconnection
from the entire pitch trim system. In case of a runaway horizontal
stabilizer, the button must be kept pressed until a definite
disengagement is accomplished through the cutout buttons on the
control pedestal.

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MANUAL
Inadvertent Actuation Protection
A continuous command of any trim switch is limited to 3 seconds, even
if the trim switch is pressed longer than 3 seconds. As a result, when
manually actuating the trim, it is necessary to release the switch after a
3-second actuation, then actuate it again to continue the trim
command. This feature intends to minimize the effects of an
inadvertent trim command of the main and backup trim switches or
Ground Spoiler/Speed Brake Unit. The autopilot command is not
limited in time and has another logic to preclude inadvertent actuation.
NOTE: For airplanes equipped with an HSCU -5009 MOD.2 or newer
and AWU -5 a TRIM voice message is provided to alert pilots
that the trim switch is being pressed for more than 3 seconds.

HSA Excessive Load Protection

The crew should keep the airplane trimmed to avoid excessive loads
on the Horizontal Stabilizer Actuator (HSA), especially after takeoff.
High loads on horizontal stabilizer may stall the HSA, inducing a
temporary loss of pitch trim command.
For airplanes equipped with an HSCU P/N 362100-1007 if the trim
switches are actuated for a period of time that totalizes 8 seconds
during the period when the horizontal stabilizer actuator is stalled, the
control unit will switch the associated system (main or backup) off and
the message PIT TRIM 1 (2) INOP will be permanently displayed on
the EICAS.
For airplanes equipped with an HSCU P/N 362100-1009, -5009 or
newer, if the pitch trim switches are actuated during the period when
the Horizontal Stabilizer Actuator is stalled, the message
PIT TRIM 1 (2) INOP will be displayed on the EICAS. The message will
disappear if the trim switch is released or any horizontal stabilizer
motion is detected. If the trim switches are actuated for a period of time
that totalizes 16 seconds during the period when the horizontal
stabilizer actuator is stalled, the control unit will switch the associated
system (main or backup) off and the message PIT TRIM 1 (2) INOP
will be permanently displayed on the EICAS.
NOTE: For airplanes equipped with EICAS version 18 and on, the
messages PIT TRIM 1 (2) INOP have been replaced with
PTRIM MAIN INOP or PTRIM BACKUP INOP.

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REVISION 27 2-13-10 7 01
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MANUAL

EICAS MESSAGES
TYPE MESSAGE MEANING
PIT TRIM 1 (2) INOP Pitch trim system 1 (main)
or system 2 (backup) is
inoperative, or
Quick Disconnect button is
kept pressed for more than
5 seconds (airplanes
equipped with EICAS 17.5
only). This message will
disappear after the button
is released, or
Pitch trim system 1 (main)
or system 2 (backup) being
actuated with the HSA
stalled.
WARNING PTRIM MAIN INOP (*) Pitch trim main system is
inoperative, or
Quick Disconnect button is
kept pressed for more than
11 seconds. This message
will disappear after the
button is released, or
Main trim switch(es)
actuation associated with
the horizontal stabilizer
being commanded by the
backup switch, or
Main trim switch being
actuated with the HSA
stalled.

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 AIRPLANE FLIGHT CONTROLS
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MANUAL

EICAS MESSAGES (Continued)

TYPE MESSAGE MEANING
PTRIM BACKUP INOP (*) Pitch trim backup system is
inoperative, or
Quick Disconnect button is
kept pressed for more than
11 seconds. This message
will disappear after the
button is released, or
WARNING Backup trim switch
actuation associated with
horizontal stabilizer being
commanded by the main
channel, or
Backup trim switch being
actuated with the HSA
stalled.
PTRIM CPT SW FAIL (*) Pilot´s pitch trim switch is
inoperative.
PTRIM F/O SW FAIL (*) Copilot´s pitch trim switch is
CAUTION inoperative.
PTRIM BKP SW FAIL (*) Pitch trim backup switch is
inoperative.

(*) Applicable to airplanes equipped with EICAS version 18 and on.

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REVISION 26 2-13-10 9 01
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MANUAL
CONTROLS AND INDICATORS
CONTROL STAND
1 - ELEVATOR DISCONNECTION HANDLE
− When pulled, disconnects pilot's from copilot's controls.
− To pull the handle, the safety lock button must be pressed.
2 - ELEVATOR DISCONNECTION LIGHT
− Illuminates to indicate that the elevator mechanism is
disconnected.

CONTROL STAND
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 AIRPLANE FLIGHT CONTROLS
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MANUAL
CONTROL WHEEL

1 - PITCH TRIM SWITCH (spring-loaded to neutral)

− Allows trimming the airplane when the autopilot is not engaged.
The trim switch is a 3-position (UP/OFF/DN) rocker switch.
− Operating the switch while the autopilot is engaged causes the
autopilot to disengage.
− It is divided into two segments, which have to be actuated
together to provide command.
2 - QUICK-DISCONNECT BUTTON (momentary action)
− When pressed, disconnects all trim systems.

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REVISION 25 2-13-10 11 01
FLIGHT CONTROLS AIRPLANE
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MANUAL
CONTROL PEDESTAL AFT PANEL

1 - PITCH TRIM MAIN SYSTEM CUTOUT BUTTON (safety guarded)

− Cuts out (pushed out) or enables (pushed in) the Main Pitch
Trim system.
− A striped bar illuminates inside the button to indicate that it is
pushed out.
− Autopilot is not available.

2 - PITCH TRIM BACKUP SYSTEM CUTOUT BUTTON (safety guarded)

− Cuts out (pushed out) or enables (pushed in) the Backup Pitch
Trim system.
− A striped bar illuminates inside the button to indicate that it is
pushed out.
− Autopilot is available.

3 - PITCH TRIM BACKUP SWITCH (spring-loaded to neutral)

− Pressed forward or backward actuates the pitch trim through the
backup channel.
− Operation of the switch while the autopilot is engaged causes
the autopilot to disengage.
− It is divided into two segments, which have to be actuated
together to provide command.

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CONTROL PEDESTAL AFT PANEL

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REVISION 25 2-13-10 13 01
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EICAS INDICATION

1 - PITCH TRIM INDICATION

− A green pointer moving on a white vertical scale represents the
amount of pitch compensation.
− Trim position is indicated digitally in a white box.
− The letters UP or DN are presented above the box to indicate
that the airplane is trimmed up or down.
− Scale ranges from 4° nose down (bottom of scale) to 10° nose
up (top of scale). Every thick mark on the scale represents
3.5° of pitch.
− A green band is provided on the analog scale from 4° to 8° nose
up to indicate the allowable takeoff position range for the
horizontal stabilizer.
NOTE: Due to the system’s resolution, it’s possible to have the digits,
box and pointer turning amber, in spite of the fact that the pitch
trim indication is displayed at 4º or 8º. The trim setting color
displayed on the EICAS depends on the horizontal stabilizer
surface position. For the unit 8 displayed on the EICAS the
surface position can be between 7.7° and 8.7° going upward
and between 8.3° and 7.3° going downward. The color change
would occur when the surface position is 8.1°. For this reason,
when setting pitch trim to 8, first select 7. Then, increase
slowly and stop trimming immediately when the value 8 is
displayed. For the unit 4 displayed on the EICAS, the surface
position can be between 3.7° and 4.7° going upward and
between 4.3° and 3.3° going downward. The color change
would occur when the surface position is 3.9°. For this reason,
when setting pitch trim to 4, first select 5. Then, decrease
slowly and stop trimming immediately when the value 4 is
displayed. This procedure prevents to set the trim at the top or
bottom of the green band in order to avoid the possibility of
encountering takeoff config warnings.
− In the event of a pitch trim miscomparison, the pointer, digital
value, and the direction indication are removed from display.
− If the pitch trim is out of the green band and the airplane is on
the ground, the pointer and digital indications will turn amber.

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 AIRPLANE FLIGHT CONTROLS
OPERATIONS
MANUAL
− If the airplane is on the ground, any thrust lever angle is above
60° and pitch trim is outside the green band, the digits, box, and
pointer turn red, the aural warning TAKEOFF TRIM sounds and
the EICAS warning message NO TAKEOFF CONFIG is
displayed.

EICAS INDICATIONS

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MANUAL

ROLL CONTROL
Roll control is provided by hydraulically-actuated ailerons controlled by
either control wheel.

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JUNE 29, 2001 2-13-15 1 01

FLIGHT CONTROLS AIRPLANE
OPERATIONS
MANUAL

AILERON CONTROL SYSTEM

The ailerons are positioned by the pilot´s control wheels, which are
linked together by a torque tube and cables to supply mechanical input
to two separate hydraulic actuators.

Each aileron actuator is supplied by both hydraulic systems. Either

hydraulic system is capable of providing full power control. If
necessary, each hydraulic system supply can be shut off, by means of
a button installed on the overhead panel. In case of loss of both
hydraulic systems, rotation of the pilot´s control wheels mechanically
positions the ailerons.

In case of jamming of either aileron, both panels may be disconnected

through a handle located on the control pedestal. This procedure will
release the free aileron from its jammed counterpart allowing the free
panel to be commanded. When disconnected, an amber light
illuminates on the control stand. Controls cannot be reconnected
during flight, requiring maintenance action.

An autopilot servo is installed on the left side of the torque tube. The
roll trim servo and the artificial feel unit are installed on the right side of
the torque tube. In case of system disconnection, the artificial feel unit
will actuate on the right aileron only and the autopilot must not be used.
The artificial feel unit is provided to give pilots a aerodynamic load
feedback imposed on the aileron surface.

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 AIRPLANE FLIGHT CONTROLS
OPERATIONS
MANUAL

AILERON SCHEMATIC

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JUNE 29, 2001 2-13-15 3 01

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OPERATIONS
MANUAL

ROLL TRIM SYSTEM

Roll trim is performed by relocating the aileron’s neutral position. It is
provided through an electromechanical actuator linked to the artificial
feel unit and commanded through a switch on the control pedestal aft
panel. If the aileron trim switches are activated with the autopilot
engaged, the aileron neutral point is repositioned. When the autopilot
is disengaged, the ailerons move to the repositioned aileron neutral
point.

A continuous command of the roll trim switch is limited to 3 seconds,

even if the trim switch is pressed longer than 3 seconds. As a result,
when manually actuating the trim, it is necessary to release the switch
after a 3-second actuation, then actuate it again to continue the trim
command. This feature intends to minimize the effects of an
inadvertent trim command failure.

When using the roll trim switch, it is necessary to command both

segments simultaneously since, if just one segment is commanded,
the control unit will not provide any command for the actuator.

A quick-disconnect button installed on the control wheels allows, while

kept pressed, to disconnect the roll trim.

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 AIRPLANE FLIGHT CONTROLS
OPERATIONS
MANUAL

ROLL TRIM SCHEMATIC

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OPERATIONS
MANUAL

EICAS MESSAGES
TYPE MESSAGE MEANING
AIL SYS 1 (2) INOP Aileron actuation through
CAUTION hydraulic power is inope-
rative.

CONTROLS AND INDICATORS

FLIGHT CONTROLS PANEL
1 - AILERON SHUTOFF BUTTON
− Enables (pressed) or disables (released) the supply of hydraulic
power from the associated system to the aileron units.
− A striped bar illuminates in the button to indicate that it is
released.

FLIGHT CONTROLS PANEL

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 AIRPLANE FLIGHT CONTROLS
OPERATIONS
MANUAL

CONTROL STAND
1 - AILERON DISCONNECTION HANDLE
− When pulled, disconnects pilot's from copilot's controls.
− To pull the handle, the safety lock button must be pressed.
2 - AILERON DISCONNECTION LIGHT
− When the striped bar is illuminated, indicates that the aileron
disconnection mechanism is actuated.

CONTROL STAND

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OPERATIONS
MANUAL

CONTROL PEDESTAL AFT PANEL

1 - ROLL TRIM SWITCH (spring-loaded to neutral)
− Pressed left or right actuates the roll trim to roll left or right.

CONTROL PEDESTAL AFT PANEL

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OPERATIONS
MANUAL

EICAS INDICATIONS
1- ROLL TRIM POSITION
− Indicated by a green pointer moving on a white semicircle scale.
− Center of the scale is zero trimming.
− Each mark represents 50% of trimming range for the associated
side.

EICAS INDICATIONS
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YAW CONTROL
Yaw control is provided through hydraulically-powered rudders, which
may also be mechanically commanded. A yaw trim system assists in
moving and holding the rudder in the desired position.

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REVISION 18 2-13-20 1 01
FLIGHT CONTROLS AIRPLANE
OPERATIONS
MANUAL

RUDDER CONTROL SYSTEM

Directional control about the yaw axis is provided by two in-tandem
rudders. Forward rudder is driven by the control system, while the aft
rudder is linked to the forward rudder and deflected as a function of
forward rudder deflection. Either set of rudder pedals will position the
rudder through a Power Control Unit (PCU). The mechanical control is
fully duplicated, consisting of cables running from the pedals in the
cockpit to the rear fuselage, where the PCU is commanded to position
the forward rudder. The rudder can also be commanded through the
autopilot.
The rudder PCU is a dual hydraulic unit, simultaneously powered by
both hydraulic systems. Each PCU hydraulic circuit controls the
hydraulic power to one respective rudder actuator. Therefore, the
rudder system is divided into Rudder System 1 and Rudder System 2.
The PCU also incorporates an artificial feel device that provides the
pedals with an artificial feel of the aerodynamic load imposed on the
rudder.
Rudder System 1 and/or Rudder System 2 may be either manually or
automatically shut off. The manual shut off operation is provided
through the Rudder Shutoff Buttons, located on the Overhead Panel.
The automatic shut off operation is provided through the speed switch
and through the hardover protection function.
When operating under mechanical mode the aerodynamic loads on the
rudder are directly transmitted to the pedals and, therefore, to the
pilots. Since no rudder hydraulics control is available, artificial feel and
trim functions will also not be available. Some characteristics can be
observed:
− greater control forces
− sluggish response of rudder to pedals inputs
− backlash of rudder pedals around neutral position when changing the
force application from one to the other pedal.
If either or both rudder systems are inoperative, caution messages are
presented on the EICAS.

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MANUAL

RUDDER SCHEMATIC

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REVISION 19 2-13-20 3 01
FLIGHT CONTROLS AIRPLANE
OPERATIONS
MANUAL

AUTOMATIC SHUTOFF THROUGH THE SPEED SWITCH

During normal operation both systems are powered at speeds below
135 KIAS. Above 135 KIAS, Rudder System 1 is automatically shut off.
If the automatic shut off fails to shut off a system above 135 KIAS, a
caution message is presented on the EICAS. In this case, it is
necessary to manually shut off system 1 or 2, according to the
checklist.
If Rudder System 2 hydraulic power supply fails, Rudder System 1
automatically takes over the rudder and an associated caution
message is presented on the EICAS.

RUDDER HARDOVER PROTECTION

The rudder hardover protection function automatically selects the
mechanical reversion mode as a function of pedal input force, rudder
deflection, and airplane engine operation (two or single-engine
operation). This feature is applicable in the case of a runaway rudder
and a caution message is presented on the EICAS.
The rudder systems are automatically shut off if all conditions below
are met simultaneously:
− Rudder deflected above 5°±1°.
− Force above 59 kg (130 lb) on the pedal to counteract rudder
deflection.
− Both engines running above 56% N2.

CAUTION: DO NOT RESET THE RUDDER SYSTEMS IF THE

MECHANICAL REVERSION MODE WAS RESULTANT
OF HARDOVER PROTECTION ACTIVATION.
If mechanical reversion mode was not resultant of hardover protection,
a reset function is available on the Overhead Panel, by pressing both
Rudder Shutoff Buttons off and on again.

The following remarks are applicable to the rudder hardover protection:

• The signal from the Pedal Spring-Loaded Cartridges to shut off the
rudder systems are applicable only if the pilots are applying force to
one side with the rudder deflected above 5° ± 1° to the opposite
side. If pilot command input and the rudder deflection are in the
same direction, the system will not be shut off, regardless of how
strong the pilot input.

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2-13-20 4 01 REVISION 27
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• During single-engine operation, when the rudder system is more

significantly required, the rudder hardover protection is disabled and
the RUD HDOV PROTFAIL caution message may be presented on
the EICAS.
• If a disagreement between FADECs from the same engine occurs,
rudder hardover protection is deactivated and the
RUD HDOV PROTFAIL caution message is presented on the
EICAS.

RUDDER DEFLECTION
AIRPLANES UNDER CTA AND FAA CERTIFICATION
The rudder’s main control primary stops, limit rudder deflection at
± 15° on ground or in flight.

AIRPLANES UNDER JAA CERTIFICATION

There are two rudder deflection versions:
• Airplanes with rudder main control primary stops, located on the
rear torque tube assembly, that limit the ruder deflection at ± 10° on
ground or in flight and;
• Airplanes Post-Mod. S.B. 145-27-0015 or equipped with an
equivalent modification factory incorporated, equipped with movable
rudder primary stops, which provide two different ranges of rudder
deflection:
- On ground: maximum rudder deflection is ± 15°.
- In flight: maximum rudder deflection is ± 10°.
The Movable Rudder Primary Stop System comprises a hydraulic
actuation system, which operates according to the air/ground logic
and will limit rudder deflection to 10° in the extended position and to
15° in the retracted position.
An amber indication light is provided on the main panel to alert the
crew in case of a disagreement between the actuator position and
the air/ground condition.

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REVISION 30 2-13-20 5 01
FLIGHT CONTROLS AIRPLANE
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MANUAL
YAW TRIM SYSTEM
Yaw trim is accomplished by an electromechanical actuator, which
receives signals from the yaw trim knob.

A continuous command of the yaw trim knob is limited to 3 seconds,

even if the trim knob is actuated longer than 3 seconds. As a result,
when manually actuating the trim, it is necessary to release the knob
after a 3-second actuation, then actuate it again to continue the trim
command. This feature intends to minimize the effects of an
inadvertent trim command failure.

Yaw trim position is presented on EICAS display.

A quick-disconnect button installed on the control wheels allows, while
kept pressed, disconnecting the yaw trim.

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2-13-20 6 01 REVISION 18
 AIRPLANE FLIGHT CONTROLS
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MANUAL

YAW TRIM SCHEMATIC

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JUNE 29, 2001 2-13-20 7 01

FLIGHT CONTROLS AIRPLANE
OPERATIONS
MANUAL

EICAS MESSAGES
TYPE MESSAGE MEANING
RUDDER SYS 1 INOP Rudder System 1 is
inoperative. Message is
presented under the
following conditions:
−Below 135 KIAS.
−Above 135 KIAS if
airspeed of both ADC’s is
invalid.
RUDDER SYS 2 INOP Rudder System 2 is inop-
erative.

RUDDER SYS 1–2 INOP Both Rudder Systems are

inoperative.

CAUTION RUDDER OVERBOOST Both rudder systems

hydraulic actuators are
pressurized above 135 KIAS.
RUD HDOV PROTFAIL −Disagreement between
both FADECs of a same
engine.
−Rudder position micro-
switches indicate rudder
to right and left simul-
taneously.
RUD STOP DISAGREE (*) The rudder’s movable stop
presents disagreement: 15°
in flight or 10° on ground.

(*) Applicable to airplanes operating under JAA certification and not

equipped with rudder movable stops indication light.

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2-13-20 8 01 JUNE 29, 2001
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CONTROLS AND INDICATORS
FLIGHT CONTROLS PANEL
1 - RUDDER SHUTOFF BUTTON
− Enables (pressed ) or disables (released) the associated rudder
hydraulic actuator.
− A striped bar illuminates in the button to indicate that it is
released.

FLIGHT CONTROLS PANEL

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JUNE 29, 2001 2-13-20 9 01

FLIGHT CONTROLS AIRPLANE
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CONTROL PEDESTAL AFT PANEL
1 - YAW TRIM KNOB (spring-loaded to neutral)
− Rotated clockwise or counterclockwise actuates the yaw trim,
right or left .

CONTROL PEDESTAL AFT PANEL

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2-13-20 10 01 JUNE 29, 2001
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MAIN PANEL
1 - MOVABLE RUDDER STOPS INDICATION LIGHT
(APPLICABBLE TO AIRPLANES OPERATING UNDER JAA
CERTIFICATION)
− Color: amber
− Illuminates to indicate an incorrect position of at least one
hydraulic actuator of the movable rudder stops system, as
follows:
- Airplane in flight with movable rudder stops at 15° position.
- Airplane on ground with movable rudder stops at 10°position.
− A time delay of 5 seconds is provided to prevent fault indication
during transient.

NOTE: For some airplanes, the indication light will be replaced by the
EICAS message RUD STOP DISAGREE.

MAIN PANEL

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JUNE 29, 2001 2-13-20 11 01

FLIGHT CONTROLS AIRPLANE
OPERATIONS
MANUAL

EICAS INDICATIONS
1- YAW TRIM POSITION
− Indicated by a green pointer moving on a horizontal scale.
− Center of the scale is zero trimming.
− Each mark represents 50% of trimming range for the associated
side.

EICAS INDICATIONS

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2-13-20 12 01 AUGUST 24, 2001
 AIRPLANE FLIGHT CONTROLS
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MANUAL

GUST LOCK SYSTEM

A gust lock system is provided to lock the elevator to avoid damage to
elevator components in the case the aircraft is subject to strong gusts
on the ground. The aileron and rudder surfaces do not need to be
mechanically locked since their actuation systems naturally damp any
undesired movement.
There are two different gust lock systems:
− Mechanical Gust Lock System
− Electromechanical Gust Lock System

MECHANICAL GUST LOCK SYSTEM

The gust lock system is mechanically-actuated and can be identified by
a yellow lever on the control pedestal with the inscription GUST LOCK.
The mechanical gust lock actuates on the torque tube which is
attached to the control column.
To lock the elevator, the control column must be pushed and held fully
forward and the gust lock lever moved backwards from the FREE to
LOCKED position. Aside locking the elevators, it also restricts both
thrust levers to a minimum thrust above IDLE position.
To unlock the system, push the control column forward while the safety
lock device is lifted and the lever is moved forward from the LOCKED
to FREE position.

ELECTROMECHANICAL GUST LOCK SYSTEM

The electromechanical gust lock can be identified by a yellow and
black striped safety lock device on the control pedestal with the
inscription ELEC GUST LOCK, and by two indication lights on the
glareshield panel.
The electromechanical gust lock acts directly on the elevator panels,
preventing them from moving. Basically, the system is composed of
locking pins driven by an electromechanical actuator, which is
commanded by the gust lock lever. Gust lock system operation
(locking and unlocking) is possible on the ground only. Once airborne,
the system is deenergized to prevent gust lock lever movement and
inadvertent actuation.

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REVISION 26 2-13-25 1 01
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MANUAL

The gust lock indication lights located on the glareshield panel

illuminate to indicate the unlocking cycle or when a failure in the
system occurs or when it is pressed for test. For airplanes Post-Mod.
SB 145-27-0101 or equipped with an equivalent modification factory
incorporated, when the TLA is higher than 59° and the gust lock
system is still locked, the lights will illuminate indicating that an
unlocking cycle has initiated.
When the gust lock lever is at locked position, the thrust levers are
prevented from moving beyond the thrust setting needed for ground
maneuvering. However, the gust lock lever was designed to allow extra
travel for one of the thrust levers. Airplanes Post-Mod. SB 145-27-0115
or equipped with an equivalent modification factory incorporated are
provided with a movable cylinder installed on the lever that allows the
pilot to choose the thrust lever to have extra travel to be used during
taxi.
The system is fed by DC Bus 2 and has a dedicated circuit breaker,
located on the overhead circuit breaker panel.

LOCKING OPERATION
To lock the elevator proceed as follows:
A. Pull the control column backwards to any position from neutral to
full nose up.
B. Lift the safety lock device (1) and move the gust lock lever from the
unlocked (FREE) to the locked position (2).
C. Push the control column fully forward until the control column
movement is restricted. Locking is completed.

NOTE: During the locking operation, indication lights remain off.

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2-13-25 2 01 REVISION 30
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TO LOCK:

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REVISION 18 2-13-25 3 01
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UNLOCKING OPERATION
To unlock the elevator proceed as follows:
A. Lift the safety lock device (1) and move the gust lock lever to its
intermediate detented position (2).
B. At this position, the locking pins are commanded to open and the
elevators will be unlocked after approximately 10 seconds. The
indication lights will illuminate during the unlocking cycle, remaining
off after that.
After the indication lights go off, pull the control column backwards
to any position from neutral to full nose up.
C. Lift the safety lock device (3) and pull the gust lock lever from the
intermediate position to its full forward inflight resting position (4),
completing the unlocking cycle.
NOTE: Gust lock lever command from the intermediate to the unlocked
(FREE) position is not possible prior to pulling column rearward.

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2-13-25 4 01 REVISION 35
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TO UNLOCK:

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REVISION 18 2-13-25 5 01
FLIGHT CONTROLS AIRPLANE
OPERATIONS
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CONTROLS AND INDICATORS
GLARESHIELD PANEL
GUST LOCK INDICATION LIGHTS (*)
− Color: amber
− Illuminates during the unlocking cycle to indicate that the locking
pins were commanded to unlock the elevator surfaces.
− Illuminates in case of failure.
− Illuminates when it is pressed.

(*) Applicable only to airplanes equipped with electromechanical gust

lock system.

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2-13-25 6 01 REVISION 26
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CONTROL STAND
GUST LOCK LEVER
− Actuated backward, locks both elevator and thrust control levers.
− The safety lock has to be lifted to move the lever.

CONTROL STAND

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JUNE 29, 2001 2-13-25 7 01

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THIS PAGE IS LEFT BLANK INTENTIONALLY

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2-13-25 8 01 JUNE 29, 2001
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FLAP SYSTEM
The flaps are electrically operated, consisting of two double-slotted flap
panels installed to each wing.

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JUNE 29, 2001 2-13-30 1 01

FLIGHT CONTROLS AIRPLANE
OPERATIONS
MANUAL

FLAP SYSTEM OPERATION

The Flap Selector Lever provides five detent settings at 0°, 9°, 18°, 22°
and 45° positions. Intermediate positions cannot be selected. When
any position is selected, the selector lever signals to the Flap
Electronic Control Unit (FECU) to move the flap panels. The FECU
also monitors system failures and flap position, sending signals to the
EICAS and other related systems.

Flap Power and Drive Unit (FPDU) drive the flap panels. The FPDU is
a gearbox with two electric motors connected to that unit. Each motor
is controlled by the FECU through one independent channel. Both
motors drive all the flap actuators through flexible shafts. If a motor, or
its associated FECU control channel, or associated velocity sensor or
transmission brake fail, the affected channel is disengaged and its
associated motor actuation is interrupted. The remaining motor can
drive all flap panels at half speed. An EICAS message is presented to
indicate that flaps are being moved at a lower speed. If both motors or
control channels fail, an EICAS message is presented to indicate that
the system is inoperative.

Flap actuators are torque-limited to safeguard structure against

excessive loading should flaps or actuators jam. Velocity sensors
installed at the end of the flexible shafts detect panels asymmetry. In
such cases, the system is disabled.

On the ground a protection circuit prevents flap movement when the

airplane is energized and a disagreement is detected between flap
position and flap selector lever. To override such protection, it is
necessary to lift up and release the flap selector lever.

Two switches on the Flap Selector Lever send signals to the Landing
Gear Warning System to alert pilots any time the airplane is in a
landing configuration and the gear legs are not locked down.

Flap position is shown on the EICAS display. There are also flap marks
on the wing trailing edge, indicating 9° and 22°, which becomes visible
when flap moves to those positions.

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2-13-30 2 01 JUNE 29, 2001
 AIRPLANE FLIGHT CONTROLS
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FLAP SCHEMATIC

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REVISION 18 2-13-30 3 01
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EICAS MESSAGES
TYPE MESSAGE MEANING
CAUTION FLAP FAIL Both flap channels are
inoperative.
One flap channel is
ADVISORY FLAP LOW SPEED
inoperative.

FLAP AURAL WARNING (TAKEOFF FLAPS)

If the airplane is on the ground, any thrust lever angle is above 60° and
the flaps are not in the certified takeoff position, the digits, box, and
pointer turn red, and the aural warning TAKEOFF FLAPS sounds. In
addition, only for flaps position of 0° and 45°, the EICAS warning
message NO TAKEOFF CONFIG is displayed.

CONTROLS AND INDICATORS

CONTROL PEDESTAL AFT PANEL

1 - FLAP SELECTOR LEVER

− Moved to the detent positions, selects each discrete flap position.

− To move the lever it is necessary to pull it up.
− Intermediate positions are not enabled.

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2-13-30 4 01 REVISION 32
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CONTROL PEDESTAL AFT PANEL

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JUNE 29, 2001 2-13-30 5 01
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EICAS INDICATIONS
1- FLAPS POSITION
− Ranges from 0° to 45°, with discrete indication on 0°, 9°, 18°,
22° and 45°.
− Colors:
− Box: white.
− Digits: - green (except 0, which is white).
- changes to a green dash when flaps are in transit.
− In-transit flap position is replaced by the actual flap position if
flap fails.
− If data is invalid, digits are replaced by amber dashes and box
becomes amber.

EICAS INDICATIONS

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2-13-30 6 01 AUGUST 24, 2001
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SPOILER SYSTEM
Spoiler system consists of speed brake and ground spoiler
subsystems. Speed brakes allow increased descent rate and assist in
decelerating the airplane. Ground spoilers destroy lift, thus providing
better braking effectiveness.
Spoilers are electrically commanded and hydraulically actuated. A
Spoiler Control Unit is responsible for permitting the spoiler panels to
open or not. Four spoiler panels are provided, two per wing surface.
The outboard spoilers provide both speed brake and ground spoiler
functions, while the inboard spoilers provide only a ground spoiler
function. The actuation of either subsystem is fully independent.

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REVISION 18 2-13-35 1 01
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GROUND SPOILER
The Spoiler Control Unit (SCU) automatically performs ground spoiler
opening, without pilots' interference. The SCU enables the ground
spoilers to open whenever the following conditions are met:
− Airplane on the ground.
− Main landing gear wheels running above 25 kt.
− Both engines thrust lever angles set to below 30° or both engines N2
below 56%.

If any of those conditions is not met, the ground spoilers will not open.
A status indication is presented on the EICAS to indicate that the
spoilers are open or closed. If a failure is detected, a caution message
is presented on the EICAS.

SPEED BRAKE
When speed brake is commanded with autopilot engaged, the auto
pitch trim is provided through the autopilot; when the autopilot is not
engaged the Spoiler Control Unit provides the auto pitch trim
command.
The speed brakes will open when the speed brake lever is set to open
and the following conditions are met:
− Thrust lever angle of both engines set to below 50°.
− Flaps at 0° or 9°.

If the speed brake lever is commanded to the OPEN position and any
of the speed brake open condition is not met, the speed brake panels
are kept closed and a caution message is presented on the EICAS. If
the speed brake panels are open and any of the speed brake open
condition is not met, the speed brake panels automatically close and
an EICAS message is presented. In both cases, the speed brake lever
must be moved to the CLOSE position to remove the EICAS message.

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2-13-35 2 01 REVISION 27
 AIRPLANE FLIGHT CONTROLS
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SPOILER SYSTEM SCHEMATIC

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REVISION 18 2-13-35 3 01
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OPERATIONS
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EICAS MESSAGES
TYPE MESSAGE MEANING
SPOILER FAIL Any spoiler panel open
inadvertently, failed to open or
CAUTION any failure in the input signals.
SPBK LVR DISAGREE Speed Brake Lever
commanded to OPEN but
opening logic is not satisfied.

SPOILER AURAL WARNING (TAKEOFF SPOILERS)

If the airplane is on the ground, any thrust lever angle is above 60° and
any spoiler/speed brake panel is deployed, the digits, box, and pointer
turn red, the aural warning TAKEOFF SPOILERS sounds and the
EICAS warning message NO TAKEOFF CONFIG is displayed.

CONTROLS AND INDICATORS

CONTROL STAND
1 - SPEED BRAKE LEVER
− Actuated to the OPEN position commands outboard spoiler
panels to open, provided enabling conditions are met.

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2-13-35 4 01 REVISION 30
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CONTROL STAND

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JUNE 29, 2001 2-13-35 5 01
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EICAS INDICATIONS
1- SPOILERS INDICATION
− Displays OPN when any of the surfaces are open, or CLD when
all of the surfaces are closed.
− Colors:
− Box: white.
− CLD: white.
− OPN: - green in normal condition.
- red if any surfaces are open during takeoff.

EICAS INDICATIONS

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2-13-35 6 01 AUGUST 24, 2001