Aircraft Flight Control System Cruise Sub-mode Logic

0.4 degrees per second

On-ground sub-mode logic not satisfied, AOA limiting sub-mode logic not satisfied, and Autopilot engaged OR both landing gear and flap handles up

Conventional with additional damping

Limiting column authority in the nose down direction

No

The backup pitch control mode is a secondary control mode that is entered when communication is lost between the Flight Control Computer (FCC) and the Horizontal Stabilizer Control Unit (HSCU). In this mode, both the pilot and copilot backup pitch switches must be actuated simultaneously in the same direction (nose up or nose down) to initiate pitch trim.

The key components of the pilot and copilot control wheel and column assemblies include the control wheel, column pushrods, pulley bracket assemblies, and the pilot and copilot control module assemblies.

The purpose of the pitch override mechanism is to provide a means for the pilot or copilot to override the automatic pitch control system and manually adjust the pitch of the aircraft.

The pitch authority limit is a design feature that restricts the maximum pitch up or pitch down authority of the aircraft's pitch control system. This limit is implemented to prevent the pilot or autopilot from commanding excessive pitch inputs that could exceed the aircraft's structural limits or lead to an unsafe flight condition.

The pitch trim nose up and nose down limit switches are designed to prevent the pitch trim system from commanding the horizontal stabilizer beyond its physical travel limits. When the stabilizer reaches the nose up or nose down limit, the corresponding limit switch is activated, which cuts off the trim command and prevents further movement in that direction.

Between 60 KCAS and 90 KCAS, the yaw damper will smoothly transition from 0% to 100% effectiveness. The yaw damper will then be active using simple yaw rate feedback (from the IRS sensors) to the rudder in combination with the rudder pedal input.

Pitch trim actuation commands the stabilizer to move at its maximum rate of 0.4 degrees per second in the direction commanded.

The FCS will be in the Takeoff and Landing (TL) sub-mode when Normal mode conditions are satisfied and the following conditions are all satisfied: The On-ground logic is not satisfied, AOA limiting logic is not satisfied, Autopilot is not engaged, and the landing gear handle is down or the flap handle is greater than 5°.

At speeds of approximately 135 KCAS and below, full column deflection will result in full elevator control, except for a small flap bias.

As speed increases above approximately 135 KCAS, the amount of elevator deflection per column deflection will decrease so that the pitch response will not be too sensitive.

VREF plus ½ of the steady state wind plus the full gust increment, not to exceed VREF + 20 KCAS.

Wheel deflection translates directly to aileron and roll spoiler deflection.

55 degrees

To damp dutch roll oscillations using sensor feedback to the rudder in combination with rudder pedal input.

Nose up trim has no effect.