CHPTR 27 - Tail PDF

B767
Electrical / Instrument Book 11

Chapter (ATA reference)
HORIZONTAL STABILIZER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
29 August 2002
Page
3
113
165
Page 1
TRAINING NOTES
FOREWORD
UNCONTROLLED COPY
B767 ELECTRICAL / INSTRUMENT BOOK 11 Page 2
THESE NOTES ARE INTENDED FOR INSTRUCTIONAL PURPOSES ONLY

AND NO REVISION SERVICE WILL BE PROVIDED TO THE HOLDER
This document is issued on the express condition that any part or all of its contents shall not by way of trade or
otherwise, be lent, re-sold, hired out or otherwise circulated to any other party and/or Company without prior written
permission of QANTAS Airways Ltd.
HORIZONTAL STABILIZER
Table of Contents
Subchapter
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STABILIZER TRIM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STCM HYDRAULIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STABILIZER TRIM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ALTERNATE ELECTRIC MODE - VH-OGE AND ON . . . . . . . . . . . . . . . . . . . . . . . . . .
STANDBY MANUAL MODE - VH-EAJ TO OGD. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STABILIZER TRIM FAULT INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STABILIZER TRAVEL LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STABILIZER POSITION INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SUMMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
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5
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B767 Electrical / Instrument Book 11 Page 3
INTENTIONALLY BLANK
INTRODUCTION
27.40 HORIZONTAL STABILIZER INTRODUCTION
HORIZONTAL STABILIZER - INTRODUCTION

General Description
The horizontal stabilizer is a moveable assembly that includes the
elevator. Changes in the stabilizer angle of attack result in airplane
movement about the pitch axis.
The purpose of the stabilizer trim is to make long term changes in
the airplane pitch attitude (short term pitch changes are made by the
elevator). Airplane pitch requirement change during flight due to
changes in the centre of gravity (cg), engine thrust and airspeed
changes.
Moving the stabilizer leading edge up results in airplane nose down
trim. Moving the stabilizer leading edge down results in airplane
nose up trim.
M00081D5.PST
PITCH
AXIS
HORIZONTAL
STABILIZER
62741AQA
HORIZONTAL STABILIZER - INTRODUCTION

g62741aq
HORIZONTAL STABILIZER TRIM SYSTEM

General Description
The horizontal stabilizer pivots about hinges attached to airplane
structure. A ballscrew actuator is connected to the stabilizer front
spar. The ballsrew actuator assembly operates hydraulically. Two
stabilizer trim control modules (STCM) control hyraulic power to the
ballscrew assembly.
Control
Control inputs are from three sources, manual electric trim switches
on the pilots wheels, alternate electric trim switches (or standby
manual levers) on the quadrant stand and from the FCCs. Two inputs
are directed to two stabilizer trim and aileron lockout modules
(SAM). The third input goes directly to the stabilizer trim control
modules (STCM).
Operation
Manual control inputs from the pilot or autotrim inputs from the
FCC to SAM result in trim outputs to both STCMs. These units
control the operation of the ballscrew actuator that results in
movement of the stabilizer. The trim range is between 0 units and
14.2 units in the airplane UP direction. When the stabilizer is at 2
units it is in the neutral position. A safe takeoff (green band) range is
provided.
M000821C.PST
HYDRAULIC
POWER
C SYS
ALTERNATE
ELECTRIC
TRIM
SWITCHES
ADC : AIR DATA COMPUTER

FCC : FLIGHT CONTROL COMPUTER
SAM : STABILIZER TRIM AND AILERON LOCKOUT MODULE
STCM: STABILIZER TRIM CONTROL MODULE
1
ALTERNATE ELECTRIC TRIM CONTROL
MANUAL
ELECTRIC
TRIM
SWITCHES
ELECTRIC
TRIM CONTROL
SAM R
STCM R
STAB
BALLSCREW
ACTUATOR
ASSEMBLY
HYDRAULIC
POWER
L SYS
ADC
(2)
ELECTRIC
TRIM CONTROL
FCC
(3)
SAM L
VH-OGE OND ON
PRIOR TO VH-OGE MANUAL LEVER AND
CABLES USED FOR ALTERNATE TRIM
TRIM
RANGE
STABILIZER
STCM L
G62741AV

g62741av
HORIZONTAL STABILIZER TRIM BLOCK DIAGRAM

General Description
Stabilizer Trim and Aileron Lockout Modules (SAM)
Pitch trim of the airplane occurs when the stabilizer is moved leading
edge up or down. Hydraulic power drives a ballscrew attached to the
stabilizer centre section front spar, which causes it to rotate about aft
hinges that are connected to fuselage structure.
These modules get signals from the pilot, flight control computer
(FCC) and air data computer (ADC). Using these inputs they control
all modes of stabilizer operation except for alternate electric trim (or
standby manual trim). In this mode control is sent directly to the
STCMs.
Power is supplied from the left and centre hydraulic systems to two
stabilizer trim control modules (STCM). Flow from these modules to
two hydraulic motors is controlled by electrical inputs. Airspeed
changes sensed by a elevator feel computer will modify trim rate.
Operation
Control
Hydraulic motors power a ballscrew actuator assembly to drive a

ballscrew. The motors cannot operate until a brake is released. Motor
and brake operation is controlled by the L and R STCM. Shut off,
solenoid and rate control valves are installed in the STCM for
hydraulic flow control.
Stabilizer movement is controlled manually by the pilot or by the

autoflight system.
Manual Control
The pilot can make control inputs from switches on the control
wheel (manual electric trim), or by moving switches on the control
stand (alternate electric trim). Levers on earlier aircraft (standby
manual trim).
Autoflight Control
When one or more flight control computers (FCC) are selected on,
signals are sent to a stabilizer trim and aileron lockout module
(SAM). Under certain conditions this module also provides mach
trim control.
The shut off valves are open when hydraulic cutout switches on the
control stand are in the normal position.
The control and arm solenoid valves are energized by pilot or
autoflight inputs. The rate control valve position is changed by the
elevator feel computer as airspeed changes.
Manual Electric Trim

When either pilot moves the arm and control trim switches on the
control wheel, inputs go through both SAMs to both STCMs.
M0014025.PST
STANDBY MANUAL TRIM COMMANDS

OR
ALTERNATE ELECTRIC TRIM COMMANDS
ALTERNATE OPERATION
FAULT INHIBIT
ARM
CONTROL
HYDR
POWER
C SYS
HYDRAULIC CUTOUT SWITCHES

POSITION
INDICATOR
(TYP)
ADC R
STAB
TRIM
ELEVATOR
FEEL
COMPUTER
UNSCHED
STAB TRIM
P5 PANEL
AUTO TRIM COMMANDS

FCC R
TRIM CONTROL SIGNAL

TRIM ARM
CUTOFF
SIGNAL
SWITCHES
CONTROL
ARM
SAM R
EICAS COMPUTER (2)
ELEVATOR
COLUMNS
HYDR
POWER
L SYS
MANUAL
ELECTRIC
TRIM
COMMANDS
RIGHT
FCC C
TO FCC
& SAM
CENTER
LEFT
FSPM (3)
P 50
FCC L
ARM
CONTROL
AUTO TRIM COMMANDS
MANUAL
ELECTRIC
TRIM
AUTO
TRIM
TRIM ARM
SIGNAL
CUTOFF
SWITCHES
ELEVATOR
COLUMNS
ADC L
MECHANICAL
ELECTRICAL
HYDRAULIC
DATA BUS
LIMIT
SWITCHES
1
POSITION
XMTRS
L
ALTERNATE OPERATION
FAULT INHIBIT
SHUTOFF
VALVE
RATE
CONTROL
VALVE
CONTROL
SOL
VALVES
TRIM CONTROL SIGNAL
MACH
TRIM
SAM L
STCM R
HYDR
MOTOR
AND
BRAKE
LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULES (3)

SAM : STABILIZER TRIM AND
AILERON LOCKOUT MODULE
FSPM: FLAP/STAB POSITION MODULE
ARM
SOL
VALVES
HYDR
MOTOR
AND
BRAKE
BALLSCREW
BALLSCREW
ACTUATOR
ASSEMBLY
STABILIZER
STCM L
62741ADA

g62741ad

(Continued)
(Continued)
The arm signal is directed through cutoff switches, controlled by

elevator column movement, and limit switches. These switches are in
the left/right position transmitter modules that are cable driven by
stabilizer movement.
Trim rate is maximum in this mode i.e. dual motor operation.
Autoflight Trim
FCC auto stabilizer trim signals are sent to one SAM. The control
and arm outputs that result use the same path as described under
manual electric trim.
Limit Switch and Position Transmitter Modules (3)

The modules are designated left, right and centre and are driven by
cables when the stabilizer moves. They contain limit switches and
position transmitters that set maximum stabilizer travel and provide
the indication of stabilizer movement. Outputs from the modules are
sent to three flap/stabilizer position modules (FSPM) that return
signals to SAM and the FCC.
Fault Indication
SAM circuits sense faults that are displayed on EICAS. They are
UNSCHED STAB TRIM (B level) and STAB TRIM (C level) .
If the pilot or FCC is not making a trim input, mach trim circuits in
the SAM will control trim operation using ADC inputs.
Trim rate in these modes is half of maximum as only one STCM is
controlling one hydraulic motor/brake combination.
Autoland mode with multi-channel engage of the autopilot can
operate at dual motor rate if required.
M0014025.PST
STANDBY MANUAL TRIM COMMANDS

OR
ALTERNATE OPERATION
FAULT INHIBIT
ARM
CONTROL
HYDR
POWER
C SYS

POSITION
INDICATOR
(TYP)
ADC R
STAB
TRIM
ELEVATOR
FEEL
COMPUTER
UNSCHED
STAB TRIM
P5 PANEL
AUTO TRIM COMMANDS

FCC R
TRIM CONTROL SIGNAL

TRIM ARM
CUTOFF
SIGNAL
SWITCHES
CONTROL
ARM
SAM R
EICAS COMPUTER (2)
ELEVATOR
COLUMNS
HYDR
POWER
L SYS
MANUAL
ELECTRIC
TRIM
COMMANDS
RIGHT
FCC C
TO FCC
& SAM
CENTER
LEFT
FSPM (3)
P 50
FCC L
ARM
CONTROL
AUTO TRIM COMMANDS
MANUAL
ELECTRIC
TRIM
AUTO
TRIM
TRIM ARM
SIGNAL
CUTOFF
SWITCHES
LIMIT
SWITCHES
ELEVATOR
COLUMNS
ADC L
MECHANICAL
ELECTRICAL
HYDRAULIC
DATA BUS
POSITION
XMTRS
L
LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULES (3)
ALTERNATE OPERATION
FAULT INHIBIT
SHUTOFF
VALVE
RATE
CONTROL
VALVE
CONTROL
SOL
VALVES
TRIM CONTROL SIGNAL
MACH
TRIM
SAM L
STCM R
HYDR
MOTOR
AND
BRAKE

ARM
SOL
VALVES
HYDR
MOTOR
AND
BRAKE
BALLSCREW
BALLSCREW
ACTUATOR
ASSEMBLY
STABILIZER
STCM L
62741ADA

g62741ad
(Continued)
HORIZONTAL STABILIZER TRIM SYSTEM COMPONENT LOCATIONS

Stabilizer Compartment
Access: Access to the stabilizer compartment is by opening the
service door on the bottom side of the aft fuselage.
Components: The stabilizer is moved by the operation of a
ballscrew actuator assembly that includes two hydraulic motors
and brakes. The assembly is attached to the structure of the
stabilizer compartment ceiling.
Two STCMs are mounted on structure above the ballscrew actuator
assembly.
Three limit switch and position transmitter modules are located at the
bottom of the compartment below the front spar of the stabilizer
centre section.
Flight Compartment
Forward Equipment Compartment

Access : Access to the forward equipment compartment is by
opening a hatch located forward of the nose wheel well, on the
bottom of the fuselage.
Components: Elevator control column cutoff switches are
mounted on the outboard end of the elevator column torque tubes.
Main Equipment Centre

Access: Access to the main equipment centre is by opening a
hatch located aft of the nose gear wheel well, on the bottom of
the fuselage.
Components: Two SAMs are located in their respective CSEU,
the left SAM on the E1 rack and the right SAM on the E2 rack.
Three flap/stab position modules ( FSPM) are installed in the P50
card file located on the forward right side of the main equipment
centre.
Components: Two alternate electric trim switches are located on

the left side of the control stand - 300 aircraft(OGE-999).
Two standby manual trim levers located in the P10 quadrant
stand, provide mechanical (cable) input to the STCM - 200 -300
aircraft (OGA-OGD).
Two guarded hydraulic cutout switches are located on the left side
of the control stand, behind the alternate electric trim switches.
Two stabilizer position indicators are located on the control stand,
one on either side of the thrust levers.
Two manual electric trim switches for each pilot are located on
the outboard side of each control wheel.
Stabilizer fault indication messages are displayed on EICAS, and
by lights located on the overhead panel (P5).
M0008239.PST
PILOTS OVERHEAD
PANEL (P5)
ANNUNCIATOR
PANEL
STANDBY MANUAL
TRIM LEVERS
1
EICAS DISPLAY
MANUAL ELECTRIC
TRIM SWITCHES
MAIN EQUIPMENT CENTER
CONTROL COLUMN
CUTOUT SWITCHES
(UNDER FLOOR ON
CAPT AND F/O
CONTROL COLUMN)
MANUAL ELECTRIC
TRIM SWITCHES
ALTERNATE ELECTRIC
TRIM SWITCHES
HYDRAULIC
CUTOUT
SWITCHES
R SAM
(E2-1)
L SAM
(E1-1)
STABILIZER TRIM
CONTROL MODULES (STCM)
POSITION
INDICATOR
POSITION
INDICATOR
STABILIZER
PIVOT POINT
HYDRAULIC
BRAKES (2)
P50
QUADRANT STAND (P10)

MODULE
(TYP)
STABILIZER
CENTER SECTION
FWD
MAIN EQUIP
CTR ACCESS,
119AL
BALLSCREW
ACTUATOR
ASSEMBLY
HYDRAULIC
MOTORS (2)
MAIN EQUIP CTR
LIMIT SWITCH &

POSITION TRANSMITTER
MODULES (3)
STABILIZER BALLSCREW ACCESS AREA
FSPM
(TYP)
1
767-200 and EARLY 767-300 A/C ONLY
767-300 AIRCRAFT ONLY (VH-OGE & ON)
ELECTRICAL
CONNECTOR
(TYP)
ELEC SYS CARD FILE, P50
G62741AZ
HORIZONTAL STABILIZER TRIM SYSTEM COMPONENT

LOCATIONS
g62741az
STABILIZER TRIM INDICATION

Flight Compartment Indications
Both SAMs monitor fault conditions and display them on EICAS and
the pilots overhead panel.
When the stabilizer moves without a command or it moves in the
direction opposite to the one commanded, the EICAS caution (B)
level message UNSCHD STAB TRIM appears. Also, the UNSCHED
STAB TRIM amber light illuminates on the pilots overhead panel
(P5).
When only one motor and brake is powered during a valid manual
electric trim input, the EICAS advisory (C) level message STAB
TRIM appears. Also the STAB TRIM amber light illuminates on the
pilots overhead panel (P5).
When a fault ball is set on a SAM, the maintenance level message
STAB TRIM is recorded.
Position Indication
A tape type stabilizer position indicaton, in units of trim, is located
on each side of the control stand (P10). The indicators show the
stabilizer position. A green band on the indicator identifies the
stabilizer safe takeoff range.
Main Equipment Centre Indications

Fault balls set on the face of the SAMs identify faults within the
stabilizer control system.
M0008895.PST
ENTRY
DOORSa
CAPT
PITOT
L AUX
PITOT
EMER
DOORSa
R AUX
PITOT
STAB
TRIM a
UNSCHED
STAB TRIM
BODY
VANE
FO
PITOT
CARGO
DOORSa
L AOA
L TAT
a
SPOILERS
AUTO
SPDBRK a
MAN
PERF
APU
TEST
CONF
MCDP
REC
ERASE
UNSCHD STAB TRIM "B"

STAB TRIM "C"
ENG
EXCD
P61 SIDE PANEL
AIL
LOCK
R ENG
PROBE
EVENT
READ
ANTISKID
L ENG
PROBE
ELEC
HYD
R TAT
RUDDER
RATIO a
ECS
MSG
R AOA
a
EICAS MAINT
DISPLAY SELECT
AUTO
ACCESS
DOORS a
CANCEL
RECALL
ANNUNCIATOR PANEL (P5)

CONFIG
FCC
FSPM/
SPM
R. AIL LOCK ACT/

FSEU
ADC
STCM
COL TRIM SW
MAN LEVER SW
AIR-GND RELAY
L. AIL LOCK ACT/

ELEV ASY L ACT
HYD PRESS SW
UPPER EICAS DISPLAY
STAB TRIM
SAM
RESET
767
INTERFACING LRUS
R
P1-3
757
LOWER EICAS DISPLAY

SAM FACEPLATE
SAM (L) E1-1 SHELF
SAM (R) E2-1 SHELF
STABILIZER POSITION
INDICATORS (P10)
62741CBA
STABILIZER TRIM INDICATION

g62741cb
INTENTIONALLY BLANK
STABILIZER TRIM COMPONENTS
g62741cb
27.41 HORIZONTAL STABILIZER STABILIZER TRIM COMPONENTS
STABILIZER TRIM AND AILERON LOCKOUT MODULE

General Description
The two stabilizer trim and aileron lockout modules (SAM) control
or monitor all operations of the stabilizer.
The SAM faceplate contains 11 fault balls which identify faulted
components in the system. Pushing the reset switch on the faceplate
resets all fault balls.
Location
There are two identical SAMs located in the main equipment centre.
One is in the left CSEU and the other is in the right CSEU. The
modules are interchangeable.
Operation
Electric inputs to the SAM circuits are made by the pilots and the
FCCs.
Outputs from the SAMs go to the stabilizer trim circuits.
Maintenance Practices
SAM cards are not line replaceable ( LRU s). If an internal
malfunction occurs, the module is removed and replaced. Fault ball
indications are covered later in the course.
M00085EA.PST
RIGHT CSEU
(E2-1)
LEFT CSEU
(E1-1)
ARRANGEMENT OF MODULES
IN EACH CSEU - (FACING AFT)
PSM SCM L YDM L SAM SCM L SCM PSM

2L 3L
2L RCM 1L 1L
FCC
ADC
COL TRIM SW
FSPM/
SPM
STCM
AIR-GND RELAY
R. AIL LOCK ACT/

FSEU
HYD PRESS SW
INTERFACING LRUS
MAN LEVER SW
L. AIL LOCK ACT/

ELEV ASY L ACT
SAM
767/
757
RESET
FWD
________________________
L AND R SAM
62741BQA
STABILIZER TRIM AND AILERON LOCKOUT MODULE

g62741bq
STABILIZER TRIM CONTROL SWITCHES

Operation
The stabilizer trim controls are used to input manual electric ARM
and CONTROL commands to the digital stabilizer trim and aileron
lockout modules ( SAMs). Each switch set contains an ARM and a
CONTROL portion and is a three-position switch spring loaded to
the OFF position. Both switches (ARM and CONTROL) moved
down results in an aircraft nose up trim command and both switches
moved up results in an aircraft nose down trim command.
Location and Access

There are two sets of switches located on the outboard horn of the
captains and first officers control wheel. Access to the switches is
from the flight compartment.
The switches may be replaced without removing the control wheel
by removing 2 screws on the back of each switch and 1 screw on the
medallion plate; then using a special insertion/extraction tool, remove
the 5 color coded wires from the connector and remove the switch.
M000825F.PST
STABILIZER TRIM
CONTROL WHEEL SWITCHES
STABILIZER TRIM
CONTROL WHEEL SWITCHES
SCREW
(2 PLACES)
CONNECTOR
(5 PLACES)
CONTROL
WHEEL HANDLE
MEDALLION
SCREW
CAPTAINS CONTROL WHEEL SHOWN

(F/0S CONTROL WHEEL OPP.)
62741ARA
STABILIZER TRIM CONTROL SWITCHES

g62741ar
ELEVATOR CONTROL COLUMN CUTOFF SWITCHES

Operation
Location and Access
The column cutoff switches employ the pilots natural reaction to

correct a runaway stabilizer condition.
There are four switches (five on 200 Aircraft) located on each

outboard end of the elevator control column torque tube. Access to
the switches is through the forward equipment centre access door.
From OGM and on, each switch has a back up switch in parallel
making a total of eight switches.
The stabilizer trim control column switches provide manual override

of any electric trim command in the event of a runaway stabilizer by
interrupting the arm trim command when the elevator control column
is moved in a direction opposite to the trim command. The normally
closed switches are opened by control column movement fore or aft.
Column movement forward greater than 2.2 degrees to 2.7 degrees
will interrupt airplane nose up stabilizer trim. Column movement aft
2.0 to 2.5 degrees will interrupt airplane nose down stabilizer trim.
On the 200 Aircraft when the stabilizer position is between 8.5 and
14.2 units (to the mechanical stop), the control column is physically
moved aft by the elevator neutral shift mechanism to change the
elevator neutral from faired to a Max of 5.8 UP at 14.2 units.
Adjustment/Rigging
The stabilizer trim system and then the elevator system must be
rigged prior to switch adjustment.
Each switch has an actuation bolt. A stop bolt ensures switch closure
and the switch actuation bolt ensures switch opening at the proper
control column displacement angle.
NOTE: Elevator Neutral Shift will be covered under the Elevator

section.
Because of this shift of the control column aft, at 8.5 units the aft
cutoff switches are swapped to a set of 3.0 to 3.5cutoff switches.
These switches will now be used to interrupt a runaway nose down
stabilizer trim.
M0008287.PST
RIGHT
COLUMN
ELEVATOR
TORQUE TUBE
LEFT
COLUMN
CAM
SEE A
CRANK
ELEVATOR
TORQUE TUBES
SEE A
ELEVATOR
TORQUE TUBE
ELEVATOR
TORQUE
TUBE PIVOT
COLUMN
FWD >2.2
TO 2.7
STOP
(TYP)
STOP BOLT
(TYP)
SPRING
CAM
COLUMN AFT
>2.0 TO 2.5
STOP
(TYP)
COLUMN AFT
AFT >3 TO 3.5
UP
LEFT SIDE SHOWN
CRANK
FWD
SWITCH
(TYP)
STOP BOLT
(TYP)
SWITCH ACTUATING
BOLT (TYP)
1
COLUMN CUTOUT OPERATION
EXTRA SET OF AFT SWITCHES

ON -200 AIRCRAFT WITH NEUTRAL
SHIFT
G62741AS
ELEVATOR CONTROL COLUMN CUTOFF SWITCHES

g62741as
STABILIZER TRIM CONTROL MODULE (STCM)

General Description
The STCMs receive electrical command inputs to control porting of

hydraulic power to the hydraulic motors and the hydraulically
released secondary brakes of the stabilizer trim ballscrew actuator
assembly.
The line replaceable units of the STCMs are the four dual coil
solenoid valves, the motor operated hydraulic shutoff valve, the brake
bypass button assembly and the hydraulic pressure switch.
Location and Access
When the manual brake bypass button on the STCM is pushed,

pressure to release the secondary brake is blocked (ported to return)
and the brake stays on. This demonstrates that the secondary brake is
capable of preventing operation of a pressurized hydraulic motor.
Two interchangeable STCMs, one right and one left, are mounted on
the bulkhead above the stabilizer ballscrew actuator assembly in the
stabilizer compartment.
Components
Each STCM has seven hydraulic ports and four electrical connectors.
A cleanable in-line filter screen, 100 micron, is installed in the
system pressure port. Four dual coil solenoid valve assemblies, for
airplane nose up and nose down, ARM and CONTROL, receive the
electrical input commands.
A pressure switch, operating at 7501000 psi, monitors the hydraulic
pressure applied to the secondary brake and signals both SAMs. A 28
volt dc motor operated shutoff valve is located on the lower side of
the STCM. The shutoff valve has a lever indicating the position of
the valve and is used for manual override. A brake bypass button is
located on the lower side of the STCM.
M000832D.PST
ON TOP OF MODULE (NOT SHOWN):

PRESSURE PORT (FILTER SCREEN)
RETURN PORT
ELEVATOR FEEL PORT
APL NOSE
UP PORT
BRAKE
RELEASE
PORT
CONTROL NOSE
DOWN SOLENOID
ARM NOSE DOWN

SOLENOID
ARM NOSE UP
SOLENOID
RETURN
PORT
APL NOSE
DOWN PORT
CONTROL NOSE
UP SOLENOID
FWD
MOTOR OPERATED
SHUTOFF VALVE
(MANUAL OVERRIDE
NOT SHOWN)
BRAKE
BYPASS
BUTTON
PRESSURE
SWITCH
62741BCA

g62741bc
HYDRAULIC CUTOUT SWITCHES AND SHUT OFF VALVES

General Description
The hydraulic cutout switches control power directly to the hydraulic
shut off valves on the STCMs. The valves are operated to stop
hydraulic flow through the STCMs for maintenance or in a runaway
trim condition.
The hydraulic cutout switches are used for functional tests of the
stabilizer trim system. When both cutout switches are in the
CUTOUT position, hydraulic power to the STCMs is inhibited and
the stabilizer operation is disabled. When only one cutout switch is
in the CUTOUT position, the stabilizer will operate at half speed as
only one hydraulic motor can trim.
Cutout Switches and Shut off Valves

Two guarded cutout switches are located on the top left side of the
control stand. The shut off valves, located on the lower side of each
STCM, are operated by 28 volt dc electric motors.
Operation
The left switch controls the shut off valve on the left STCM , (left
hydraulic system) and the right switch the valve on the right STCM ,
(centre hydraulic system).
When the guard is down the switches are in the NORM position and
the shut off valves are open. Placing the cutout switches in the
CUTOUT position powers the shut off valves to close.
Access to the switch wiring is by removal of the engine fuel shut off
control panel, M73.
M00082AB.PST
STABILIZER HYDRAULIC
HYD SHUTOFF
CUTOUT SWITCHES
VALVE (SOV)
C13
28V DC
STBY
24-54-73
C1529
R STAB
TRIM SOV
C12
C1528
L STAB
TRIM SOV
CUT
OUT
NORM
CLOSE
M
R STAB TRIM
OPEN
CUT
OUT
SOV
R STAB TRIM CONTROL MODULE
NORM
L STAB TRIM
NORM
CLOSE
FUEL CONT (P10)
P11-1 CIRCUIT BREAKER PNL

L
CUT
OUT
M
C
OPEN
STAB TRIM
SOV
L STAB TRIM CONTROL MODULE
62741ATA
HYDRAULIC CUTOUT SWITCHES AND SHUT OFF VALVES

g62741at
INTENTIONALLY BLANK
STCM HYDRAULIC OPERATION
g62741at
27.41 HORIZONTAL STABILIZER STCM HYDRAULIC OPERATION
STABILIZER TRIM RATE

General Description
The rate of speed of stabilizer trim depends upon the elevator feel
computer output pressure and whether one or two hydraulic motors
are driving the stabilizer.
Hydraulic Variable Flow Rate

The rate control valve on each STCM receives a hydraulic pressure
signal from the elevator feel computer to meter hydraulic flow to the
motors as airspeed changes.
Full hydraulic flow is ported to the motors at low airspeed. As
airspeed increases, the flow gradually reduces to a minimum of 40
percent of full flow.
Two Motor Operation

When the two hydraulic motors are operating, the stabilizer moves
twice as fast as one motor operation. A command from the alternate
electric trim switches (or STBY Manual) or the manual electric trim
switches results in the two motor operation.
One Motor Operation

When only one motor operates, the speed of the stabilizer trim is
reduced by one half. One motor operates in the auto trim mode,
mach trim mode or during a failure of the other motor.
M0008681.PST
0.5 DEG/SEC
0.5
STABILIZER TRIM RATE - DEG/SEC
0.4
TWO MOTORS
OPERATING
0.3
0.25 DEG/SEC
0.2 DEG/SEC
0.2
0.1 DEG/SEC
ONE MOTOR
OPERATING
0.1
160
180
198
270
200 280
400
600
800
427 KNOTS
AIRSPEED
0
0
900 1000
ELEVATOR FEEL COMPUTER OUTPUT PRESSURE
1200
1400
G62741AI
STABILIZER TRIM RATE

g62741ai
STABILIZER TRIM CONTROL MODULE FUNCTION - NO CONTROL INPUT

Purpose
Operation - No Control Input
The purpose of the STCMs is to provide direction and rate control

for the operation of the ballscrew actuator.
Without a control input the four solenoid valves direct pressure to

each end of the control and arm valves and they remain centered.
There is no flow to the brake and motor.
The left STCM receives hydraulic power from the left hydraulic
system, the right STCM from the centre hydraulic system.
Component Description
There is a cleanable 100 micron in-line filter in the inlet port.
A hydraulic shut off valve controls flow through the STCM. The
valve is commanded open or closed by the hydraulic cutout
switches in the flight compartment.
A rate control valve, operated by hydraulic pressure from the
elevator feel computer, regulates flow to the hydraulic motor as a
function of airspeed.
Two spool valves operate in series to control flow to the motor
and secondary brake. One valve is the arm valve and the other
the control valve. The valves have three positions: nose up, nose
down and centered null. They are centered by springs and
hydraulic pressure. Varying the pressure on either end of the
valves causes them to move. In the null position the valves stop
hydraulic flow. Operation of the nose up and nose down arm and
control solenoid valves control the pressure to the end of the
valves.
A brake pressure switch monitors hydraulic pressure to the
secondary brake. The electrical signal from the pressure switch is
sent to both SAMs.
A manual brake bypass valve, operated when the brake bypass
button is pushed, depressurizes the secondary brake.
M00083FC.PST
FLIGHT CONTROLS
HYD DISTR-CTR
27-00-01
PRESSURE
ELEV FEEL
CMPTR-CTR
27-30-01
ELEV FEEL
RETURN 1
ELEVATOR
FEEL CMPTR-L
27-30-01
"ARM"
"ARM"
APL NOSE APL NOSE
DN SOL
UP SOL
ELEV
FEEL
RATE CONTROL
VALVE
FLIGHT CONTROLS
HYD DISTR-L
27-00-01
PRESSURE
RETURN 1
PRESSURE - APL NOSE UP
INTERNALS SAME AS M212
MOTOR
OPERATED
VALVE
RETURN 2
PRESSUREBRAKE
RELEASE
PRESSURE
BRAKE REL
SECONDARY
BRAKE
(PRESSURE
RELEASED)
RETURN 2
PRESSURE - APL NOSE DOWN
PRIMARY BRAKE
(RATCHED)
"ARM" VALVE
PREVENTS CW
BACK-DRIVE
NULL
MANUAL
BRAKE
"CONTROL" VALVE BYPASS
APL NOSE UP
M211 L STAB TRIM CONT
SECONDARY
BRAKE
(PRESSURE
RELEASED)
APL NOSE DN
BRAKE
DISC
BRAKE
PRESSURE
SW
PREVENTS CCW
BACK-DRIVE
NULL
GEARBOX
APL NOSE UP
APL NOSE DN
PRESSUREAPL NOSE UP
HYD
MOTOR
1
2
HYD
MOTOR
PRESSUREAPL NOSE DN
STABILIZER
WL
239
UP
M212 R STAB TRIM CONT

"CONTROL" "CONTROL"
APL NOSE APL NOSE
UP SOL
DN SOL
FWD
STA
1805
BALLSCREW
ACTUATOR ASSY
SYSTEM PRESSURE
RETURN
METERED PRESSURE
62741AFA
STABILIZER TRIM CONTROL MODULE FUNCTION - NO

CONTROL INPUT
g62741af
STABILIZER TRIM CONTROL MODULE FUNCTION- NOSE DOWN INPUT

Electric Input: Nose Down Trim
An electric command for airplane nose trim from the alternate
electric trim switches on the control stand, or from the SAMs, causes
the nose down arm and control solenoid valves to open. The left end
of each valve is depressurized and the valve is pressure biased to
move to the left. Flow from the rate control valve is sent to release
the secondary brake and drive the hydraulic motor in the airplane
nose down trim direction. The brake pressure switches sense the
pressure to the secondary brakes and provide a signal to both SAMs.
With the secondary brakes released, the rotation of the hydraulic
motors is summed through a differential gearbox. The output of the
gearbox drives a bull gear and the ballscrew. A primary brake
prevents airloads from back driving the ballscrew.
M0008857.PST
FLIGHT CONTROLS
HYD DISTR-CTR
27-00-01
PRESSURE
RETURN 1
ELEV FEEL
CMPTR-CTR
27-30-01
ELEV FEEL
ELEVATOR
FEEL CMPTR-L
27-30-01
"ARM" "ARM"
APL NOSE APL NOSE
UP SOL DN SOL
ELEV
FEEL
RATE CONTROL
VALVE
FLIGHT CONTROLS
HYD DISTR-L
27-00-01
PRESSURE
RETURN 1
MOTOR
OPERATED
VALVE
RETURN 2
PRESSUREBRAKE
RELEASE
PRESSURE
BRAKE REL
SECONDARY
BRAKE
(PRESSURE
RELEASED)
RETURN 2
SECONDARY
BRAKE
(PRESSURE
RELEASED)
PRIMARY BRAKE
(RATCHED)
"ARM" VALVE
NOSE UP
NOSE UP
PREVENTS CW
BACK-DRIVE
NOSE DOWN
MANUAL
BRAKE
"CONTROL" VALVE BYPASS
BRAKE
DISC
BRAKE
PRESSURE
SW
PREVENTS CCW
BACK-DRIVE
NOSE DOWN
GEARBOX
PRESSUREAPL NOSE UP
HYD
MOTOR
1
2
HYD
MOTOR
PRESSUREAPL NOSE DN
STABILIZER
WL
239
M212 R STAB TRIM CONT
UP
"CONTROL" "CONTROL"
APL NOSE
APL NOSE
UP SOL
DN SOL
FWD
STA
1805
BALLSCREW
ACTUATOR ASSY
SYSTEM PRESSURE
RETURN
METERED PRESSURE
62741AGA
STABILIZER TRIM CONTROL MODULE FUNCTION- NOSE

DOWN INPUT
g62741ag
INTENTIONALLY BLANK
STABILIZER TRIM OPERATION
g62741ag
27.41 HORIZONTAL STABILIZER STABILIZER TRIM OPERATION

Stabilizer Operation
Standby Manual Trim Control (Up To OGE)
Two hydraulically released brakes and two hydraulic motors drive

the ballscrew actuator. When the ballscrew actuator turns, the
horizontal stabilizer moves.
Two manual trim levers and cable systems are used to input directly
to the manual standby ARM and CONTROL valves of the STCMs.
Electric Trim Control

Hydraulic Control
The left hydraulic system powers the left stabilizer trim control
module ( STCM ) while the centre system powers the right STCM .
Electrical commands to the STCMs cause valves to port hydraulic
power to the brakes and motors of the ballscrew actuator.
Cutout switches, on the control stand (P10), power a shutoff valve on
each STCM .
Besides the Alternate Electric Trim which bypasses the SAM, there
are three other electric modes of trim operation which operate
through the SAM.
Auto Trim
Mach Trim
A rate control valve on each STCM, controlled by the output

pressure of the elevator feel computer, regulates hydraulic flow to the
motors driving the ballscrew actuator.
Common circuits connect SAM to the STCM.
Dual coil CONTROL and ARM solenoid valves on each STCM

(alternate electric trim), or single coil (standby manual), control the
hydraulic power to the brakes and motors of the ballscrew actuator.
Two manual electric trim switches, on each pilot control wheel,

provide electric commands to both SAM s. Each SAM sends trim
CONTROL and ARM signals to its STCM. The right SAM controls
the right STCM and the left SAM controls the left STCM.
Alternate Electric Trim Control (OGE and On)

Two alternate electric trim switches, on the control stand (P10),
directly power the alternate coil of the CONTROL and ARM
solenoid valves of both STCMs.
The trim CONTROL signals are sent directly to the CONTROL

solenoid valves of the STCMs. The trim ARM signals pass through:
Elevator column cutoff switches.
Trim limit select relays operated by the left and right flap/stab
position modules ( FSPMs).
M0008560.PST
TO SAMs
ARM
ARM
CONTROL
C SYS
HYDR
POWER
POSITION
INDICATOR
(TYP)
STAB
TRIM
1
5
UNSCHED
STAB TRIM
ADC R
MACH
TRIM
FCC R
AUTO TRIM COMMANDS

CONTROL
ARM
AUTO
TRIM
MANUAL
ELECTRIC
TRIM
SHUTOFF
VALVE
P5 PANEL
EICAS
COMPUTER
(2)
RATE
CONTROL
VALVE
CONTROL
SOL
VALVES
TRIM CONTROL SIGNAL

TRIM ARM
SIGNAL
SAM R
CUTOFF
TRIM LIMIT
SWITCHES
SELECT RELAY
R ELEVATOR
COLUMN
1
2
MANUAL
ELECTRIC
TRIM
COMMANDS
FCC C
5
7
FSPM C
FSPM R
FSPM L
ARM
FCC L
CONTROL
AUTO TRIM COMMANDS
MANUAL
ELECTRIC
TRIM
AUTO
TRIM
POSITION
XMTRS
STCM R
LIMIT
SWITCHES
TRIM CONTROL SIGNAL
POSITION
XMTRS
TRIM ARM
SIGNAL
8
CUTOFF
SWITCHES
L ELEVATOR
COLUMN
ADC L
SAM L
ELECTRICAL
HYDRAULIC
DATA BUS
ARM
SOL
VALVES
MACH
TRIM
MECHANICAL
LIMIT
SWITCHES

HYDR
MOTOR
AND
BRAKE
HYDR
POWER
PTU L SYS
3
6
ELEVATOR
FEEL
COMPUTER
TRIM LIMIT
SELECT RELAY
LIMIT
SWITCHES
1
4
POSITION
XMTRS
L
LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULES
SHUTOFF
VALVE
RATE
CONTROL
VALVE
CONTROL
SOL
VALVES
ARM
SOL
VALVES
HYDR
MOTOR
AND
BRAKE
BALLSCREW
ACTUATOR
ASSEMBLY
STABILIZER
STCM L
CABLES
G62741BO

g62741bo

(Continued)
(Continued)
Limit switches located in the left and right limit switch and
position transmitter modules.
Auto Trim
The three FCCs supply autopilot commands to both SAM s to trim
the stabilizer, based on elevator out-of-neutral position. When
selected, the left FCC commands the left SAM and the right FCC the
right SAM; the centre FCC commands either SAM, whichever is
initialized first. In the auto trim mode, normally only one SAM
controls its dedicated STCM, whether or not more than one FCC is
engaged.
The auto trim circuit of the SAM in command, outputs trim
CONTROL and ARM signals to the solenoid valves of the STCM
(as described under manual electric trim).
Limit Switch and Position Transmitter Modules

Three limit switch and position transmitter modules are mechanically
driven by the movement of the stabilizer. They contain position
transmitters which provide feedback signals to the SAMs and the
FCCs. These signals go through three flap/stab position modules (
FSPM).
Position transmitters provide signals to stabilizer position indicators
on the control stand.
Limit switches control stabilizer movement during operation in the
SAM modes.
Stabilizer Fault Indication

Both SAMs monitor stabilizer operation. Faults are indicated on
EICAS and by a STAB TRIM or an UNSCHED STAB TRIM light
on the pilots overhead panel.
Mach Trim
Both SAMs receive mach data from both ADCs. When both SAMs
receive no other trim command, the mach trim circuit on the SAM
first initialized, controls the stabilizer to change pitch when mach
number changes. The SAM sends trim CONTROL and ARM signals
to the STCM solenoid valves (as described under manual electric
trim).
M0008560.PST
TO SAMs
ARM
ARM
CONTROL
C SYS
HYDR
POWER
POSITION
INDICATOR
(TYP)
STAB
TRIM
1
5
UNSCHED
STAB TRIM
ADC R
MACH
TRIM
FCC R
AUTO TRIM COMMANDS

CONTROL
ARM
AUTO
TRIM
MANUAL
ELECTRIC
TRIM
SHUTOFF
VALVE
P5 PANEL
EICAS
COMPUTER
(2)
RATE
CONTROL
VALVE
CONTROL
SOL
VALVES
TRIM CONTROL SIGNAL

TRIM ARM
SIGNAL
SAM R
CUTOFF
TRIM LIMIT
SWITCHES
SELECT RELAY
R ELEVATOR
COLUMN
1
2
MANUAL
ELECTRIC
TRIM
COMMANDS
FCC C
5
7
FSPM C
FSPM R
FSPM L
ARM
FCC L
CONTROL
AUTO TRIM COMMANDS
MANUAL
ELECTRIC
TRIM
AUTO
TRIM
POSITION
XMTRS
STCM R
LIMIT
SWITCHES
TRIM CONTROL SIGNAL
POSITION
XMTRS
TRIM ARM
SIGNAL
8
CUTOFF
SWITCHES
L ELEVATOR
COLUMN
TRIM LIMIT
SELECT RELAY
LIMIT
SWITCHES
1
4
POSITION
XMTRS
L
LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULES
ADC L
SAM L
ELECTRICAL
HYDRAULIC
DATA BUS
ARM
SOL
VALVES
MACH
TRIM
MECHANICAL
LIMIT
SWITCHES
HYDR
MOTOR
AND
BRAKE
HYDR
POWER
PTU L SYS
3
6
ELEVATOR
FEEL
COMPUTER

SHUTOFF
VALVE
RATE
CONTROL
VALVE
CONTROL
SOL
VALVES
ARM
SOL
VALVES
HYDR
MOTOR
AND
BRAKE
BALLSCREW
ACTUATOR
ASSEMBLY
STABILIZER
STCM L
CABLES
G62741BO

g62741bo
(Continued)
SAM TRIM OUTPUTS 300 AIRCRAFT

General Description
Airplane Nose Down Signal
Each SAM controls its dedicated STCM with electrical CONTROL

and ARM signals which energize the solenoid valves of the STCM.
Moving the control column 2.0 to 2.5 aft of the neutral position
interrupts an airplane nose down ARM signal.
The CONTROL signal is sent directly to the CONTROL solenoid

valves, while the ARM signals pass through the elevator column
cutoff switches, the trim limit select relays and the limit switches in
the left and right limit switch and position transmitter modules before
reaching the ARM solenoids.
The stabilizer leading edge up electrical limit changes according to

flaps retracted or extended.
NOTE: From OGM and on, there are parallel back up control
column cutoff switches.
NOTE: If the stabilizer moves without command or contrary to
command, then moving the elevator control column in the
opposite direction will stop the stabilizer movement by
operation of control column cutout switches.
The stabilizer mechanical stops are at 0 units and 14.2 units, with
neutral at 2 units.
Flaps Retracted
If the flaps are retracted, the FSPM monitoring the flap position
keeps the trim select relay de-energized. A limit switch in the limit
switch and position transmitter module interrupts an airplane nose
down ARM signal when the stabilizer reaches the 1.5 units position.
Flaps Extended
Airplane Nose Up Signal

Moving the control column 2.2 to 2.7 forward of the neutral
position interrupts an airplane nose up ARM signal.
If the flaps are extended, the FSPM causes the trim select relay to
energize. A limit switch then interrupts the ARM signal when the
stabilizer reaches the 0.25 unit position.
A limit switch in the limit switch and position transmitter module

interrupts an airplane nose up ARM signal when the stabilizer
reaches the 12.8 unit position. This is the stabilizer leading edge
down electrical limit.
M000860E.PST
.
CAPTAINS
CONTROL
COLUMN
SAM (R)
E2-1
SAM (L)
E1-1
F/O
CONTROL
COLUMN
FWD
FWD
STABILER
TRIM CONTROL
MODULE (2)
ELEVATOR
TORQUE
TUBE
STABILIZER
CENTER SECTION
STABILIZER
BALLSCREW
ASSEMBLY
COLUMN FWD
> 2.2 TO 2.7
COLUMN AFT
>2.0 TO 2.5
FWD
LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULE (3)
COLUMN SWITCHES

2.2 TO 2.7
AIRPLANE
NOSE UP CMD
LEFT COL FWD
DUAL SWITCHES > OGM
STAB LE
>12.8 UNITS
(-11.0)
2.2 TO 2.7
LEFT COL FWD
ARM
ALT ARM
SWITCH
AIRPLANE NOSE
DOWN CMD
2.0 TO 2.5
STAB LE
<1.5 UNITS
(+0.5)
LEFT COL AFT
ALT ARM
SWITCH
2.0 TO 2.5
LEFT COL AFT
CONT STAB
TRIM CB
FLAPS NOT
RETRACTED
AIRPLANE NOSE UP
CONTROL
FSPM
FLAPS NOT
RETRACTED
TRIM LIMIT SEL

RELAY
STAB LE
< 0.25 UNITS
ALT
CONTROL
SWITCH
LIMIT SWITCH &

POSITION XMTR
MODULE (LSPTM)
ALT
CONTROL
SWITCH
AIRPLANE NOSE DOWN
STABILIZER TRIM AND AILERON

LOCKOUT MODULE (SAM) L OR R
AIRPLANE
NOSE UP
"ARM"
SOLENOID
AIRPLANE
NOSE DN
"ARM"
SOLENOID
AIRPLANE
NOSE UP
"CONTROL"
SOLENOID
AIRPLANE
NOSE DN
"CONTROL"
SOLENOID
STAB TRIMCONTROL MODULE

(STCM) L OR R
62741AAA

g62741aa

General Description
Airplane Nose Down Signal
Each SAM controls its dedicated STCM with electrical CONTROL

and ARM signals which energize the solenoid valves of the STCM.
The following subparagraphs relate to the aircraft nose down arming

control circuit.
The CONTROL signal is sent directly to the CONTROL solenoid

valves while the ARM signals pass through the elevator column
cutoff switches, the trim limit select relays and the limit switches in
the left and right limit switch and position transmitter modules before
reaching the ARM solenoids.
Column Cutout
Moving the control column 2.0 to 2.5 aft of the neutral position
interrupts an airplane nose down ARM signal.
Neutral Shift Switch
Airplane Nose Up Signal

The following subparagraphs relate to the airplane nose up arming
control circuit.
Elevator control column cutout switches are installed to enable the
pilot to stop a runaway stabilizer by pushing the control column in
the opposite direction to Aircraft nose up or down trim.
Column Cutout
Moving the control column 2.2 to 2.7 forward of the neutral
position interrupts an airplane nose up ARM signal.
When the stabilizer position is between 8.5 and 14.2 units

(mechanical limit) or 8.5 and 11.8 units (electrical limit), the neutral
position of the elevator is shifted by the neutral shift mechanism. The
elevator is moved up to a maximum of 5.7 (at the mechanical limit)
and this in turn backdrives the control column aft of the normal
neutral position to a new neutral.
At stabilizer position 8.5 a neutral shift switch in the Limit Switch
and Position XMTR Module changes the ARM nose down command
signal path from the 2.0 to 2.5 column cutout switches to a set of
3.0 to 3.5 column cutout switches.
Moving the control column 3.0 to 3.5 aft of the normal neutral
position interrupts an airplane nose down ARM signal.
Limit Switches
A limit switch in the limit switch and position transmitter module
interrupts an airplane nose up ARM signal when the stabilizer
reaches the 11.8 unit position. This is the stabilizer leading edge
down electrical limit.
Electrical Limit Switches
M0008371.PST
STAB LE
> 11.8 UNITS
AIRPLANE
NOSE UP
COMMAND
COL FWD
2.2 TO 2.7
ARM
STAB LE
> 8.5 UNITS
AIRPLANE NOSE UP
ARM SOLENOID
LEFT COLUMN FWD

AIRPLANE NOSE
DOWN
COMMAND
COL AFT
3.0 TO 3.5
COLUMN AFT
COL AFT
2.0 TO 2.5
STAB LE
< 1.5 UNITS
LEFT COLUMN AFT

CONT STAB
TRIM CB
FLAPS NOT
RETRACTED
FSPM
AIRPLANE NOSE DOWN

ARM SOLENOID
FLAPS NOT
RETRACTED
STAB LE
< 0.5 UNITS
TRIM LIMIT SEL
RELAY
LIMIT SWITCH AND

POSITION XMTR
MODULE (LSPTM)
AIRPLANE NOSE UP
CONT SOLENOID
AIRPLANE NOSE UP
CONTROL
AIRPLANE NOSE DOWN
AIRPLANE NOSE DOWN
CONT SOLENOID
L SAM
L STCM
G62741BG

g62741bg

(Continued)
Electrical Limit Switches (Continued)

If the flaps are retracted: The FSPM monitoring the flap position
keeps the trim select relay de-energized. A limit switch in the
limit switch and position transmitter module interrupts an airplane
nose down ARM signal when the stabilizer reaches the 1.5 unit
position.
If the flaps are extended: The FSPM causes the trim select relay
to energize. A limit switch then interrupts the ARM signal when
the stabilizer reaches the 0.5 unit position.
Control Circuit
Both nose up and nose down CONTROL signals go directly to the
CONTROL solenoids in their respective STCMs, and are not
inhibited by any limit switches.
M0008371.PST
STAB LE
> 11.8 UNITS
AIRPLANE
NOSE UP
COMMAND
COL FWD
2.2 TO 2.7
ARM
STAB LE
> 8.5 UNITS
AIRPLANE NOSE UP
ARM SOLENOID
LEFT COLUMN FWD

AIRPLANE NOSE
DOWN
COMMAND
COL AFT
3.0 TO 3.5
COLUMN AFT
COL AFT
2.0 TO 2.5
STAB LE
< 1.5 UNITS
LEFT COLUMN AFT

CONT STAB
TRIM CB
FLAPS NOT
RETRACTED
AIRPLANE NOSE DOWN

ARM SOLENOID
FLAPS NOT
RETRACTED
STAB LE
< 0.5 UNITS
TRIM LIMIT SEL
RELAY
FSPM
LIMIT SWITCH AND

POSITION XMTR
MODULE (LSPTM)
AIRPLANE NOSE UP
CONT SOLENOID
AIRPLANE NOSE UP
CONTROL
AIRPLANE NOSE DOWN
AIRPLANE NOSE DOWN
CONT SOLENOID
L SAM
L STCM
G62741BG

g62741bg
(Continued)
HORIZONTAL STABILIZER TRIM - FUNCTIONAL MODE PRIORITY

General
Up to aircraft OGE, the electrical modes of operation are: Manual
Electric trim, Auto Pilot trim and Mach trim. A cable operated
Standby Manual trim which bypasses the SAM is used when SAM
faults exist. From OGE and on, instead of a cable Standby Manual
trim system there is an Alternate Electric system which bypasses the
SAM. The other electric modes remain the same. The order of
priority for which mode trims the stabilizer is established by
autopilot single or multichannel engagement.
Single Channel
With the autopilot engaged in single channel (CMD or CWS) the
order of control priority is as follows:
Standby Manual trim or Alternate Electric trim (P10).
Manual Electric trim.
Automatic stabilizer trim.
If an opposite Standby Manual trim (P10 cable),is applied during

Autopilot single channel operation, it will mechanically move the
standby manual valves in the STCMs to give full rate opposite
command.
Multichannel
When the autopilot is engaged in multichannel (two or more
autopilots engaged in command), the order of priority is altered as
follows:
Standby Manual trim or Alternate Electric trim (P10).
Automatic stabilizer trim.
During autopilot multichannel operation, Manual Electric trim is
inhibited.
During mutichannel autopilot operation, automatic trim is normally at
half rate, however, under certain circumstances automatic trim can be
at full rate.
Operation of manual electric trim disengages the autopilot. Operation

of Standby Manual trim or Alternate Electric trim (P10), does not
disengage the autopilot.
Operation of Standby Manual trim or Alternate Electric trim (P10),

does not disengage the autopilot.
During single channel autopilot operation, automatic trim is at half

rate.
If an opposite Alternate Electric trim command is applied during the

full rate trim situation, it will cause the signals to cancel in both
STCMs and the stabilizer will not move.
If an opposite Alternate Electric trim command is applied

(P10),during Autopilot single channel operation, it will cause a
cancelling of trim on the STCM under autopilot command and the
other STCM will operate (at half rate) under the command of the
Alternate Electric switches.
If an opposite Standby Manual trim is applied during Autopilot

multichannel operation, it will mechanically move the standby
manual valves in the STCMs to give full rate opposite command.
M0008631.PST
AUTOPILOT DISENGAGED
1. ALTERNATE ELECTRIC TRIM
OR
STANDBY MANUAL TRIM
OR
MANUAL ELECTRIC TRIM
2.
SINGLE CHANNEL AUTOPILOT ENGAGED

OR
STANDBY MANUAL TRIM
OR
MACH TRIM
MULTICHANNEL AUTOPILOT ENGAGED

1.
ALTERNATE ELECTRIC TRIM

OR
STANDBY MANUAL TRIM
2. AUTOSTABILIZER
2. AUTOSTABILIZER
(OPERATION OF MANUAL ELECTRIC TRIM

DISENGAGES AUTOPILOT)
(MANUAL ELECTRIC TRIM IS

INHIBITED IN MULTICHANNEL ENGAGED)
62741BWA
HORIZONTAL STABILIZER TRIM - FUNCTIONAL MODE

PRIORITY
g62741bw
HORIZONTAL STABILIZER TRIM - FUNCTIONAL MODE PRIORITY

(Continued)
Mach Trim
Mach trim is enabled with the Autopilot not engaged in CMD and
Alternate Electric trim or Standby Manual trim or Manual Electric
trim is not being applied. This occurs automatically and mode
selection is not required.
M0008631.PST
AUTOPILOT DISENGAGED
OR
STANDBY MANUAL TRIM
OR
2.
MACH TRIM
MULTICHANNEL AUTOPILOT ENGAGED
SINGLE CHANNEL AUTOPILOT ENGAGED

OR
STANDBY MANUAL TRIM
OR
1.
ALTERNATE ELECTRIC TRIM

OR
STANDBY MANUAL TRIM
2. AUTOSTABILIZER
2. AUTOSTABILIZER
(OPERATION OF MANUAL ELECTRIC TRIM

DISENGAGES AUTOPILOT)
(MANUAL ELECTRIC TRIM IS

INHIBITED IN MULTICHANNEL ENGAGED)
62741BWA
HORIZONTAL STABILIZER TRIM - FUNCTIONAL MODE

PRIORITY
g62741bw
(Continued)
MANUAL ELECTRIC TRIM MODE

General Description
The manual electric trim switches input commands to both SAMs
which control the solenoid valves of the STCMs.
Multi FCCs Engaged

When there is multi channel FCC engagement, the auto transfer
relays in both SAMs are energized allowing auto trim commands
from the SAM in control to power the solenoid valves of its
dedicated STCM.
Manual Electric Trim Switches

A set of dual switches, located in each pilots wheels, controls
stabilizer trim in the manual electric mode. Each switch set provides
manual electric ARM and CONTROL trim signals to both STCMs
through both SAMs. The switches can be moved up or down and
are spring loaded to the OFF neutral position.
Operation
When the switches on either wheel are moved together in an up or
down direction, 28v dc power is directed through each SAM to the
appropriate solenoids on each STCM. The auto-manual transfer
relays in each SAM are released during manual trim.
Single FCC engaged

When one FCC is engaged, the relays in both SAMs are energized
allowing the auto trim commands of the SAM in control to power
the solenoid valves of its dedicated STCM.
If a manual electric trim command is then made, the coincidence

monitor signals inhibiting the auto trim mode are ignored by the
FCCs. The relays remain energized disabling the control of the
manual electric trim switches.
Failure of a SAM or loss of power supply to the SAM causes the
auto-manual transfer relays to de-energize allowing the manual
electric trim switches to command the stabilizer.
The loss of the left stab trim control power, 28 volt dc (C/B 11H11),
causes the complete loss of manual electric trim.
A disagreement between the manual electric trim switches causes the
coincidence monitors to inhibit manual electric trim commands and
to set the COL TRIM SW fault ball on both SAMs. The
maintenance message STAB TRIM then appears on EICAS. The
faultballs and the STAB TRIM maintenance message reset
automatically when a valid manual electric trim command is made.
If a manual electric trim command is made, coincidence monitors in

the SAMs, inhibit the auto trim mode, disengage the FCC, and
de-energize both auto-manual relays. Now the manual electric trim
command takes priority over auto trim.
M00141E0.PST
28V DC
L BUS
L STAB
TRIM CONTROL
(H11)
P11-2
TDA
TUA
MANUAL ELECTRIC
TRIM COMMANDS
TDC
TUC
S80 CAPTAINS CONTROL

WHEEL MANUAL TRIM SWS
LEFT
FCC
ARM
VALID
ENGAGE
TRIM COMMAND
MANUAL
TRIM INPUT
COINCEDENCE
MONITOR
COL TRIM SW
FAULT BALL
AUTO TRIM
VALID INHIBIT
POWER SUPPLY
FROM
1
AUTO
RT SAM
TRIM
AUTO TRIM COMMAND
MODE
CONTROL
TRIM
COMMAND
TDA
TUA
TDC
TUC
L STCM
SOLENOID
VALVES
CENTER
FCC
28V DC
R BUS
R STAB
TRIM CONTROL
(H20)
ARM
VALID
ENGAGE
TRIM COMMAND
SAM FAULT
MONITOR
INTERNALS
SAME AS
LEFT SAM
ARM
VALID
P11-5
ENGAGE
TRIM
COMMAND
TRIM COMMAND
TUA = TRIM UP ARM
TDA = TRIM DN ARM
TUC = TRIM UP CONTROL
TDC = TRIM DN CONTROL
AUTO/MANUAL
TRANSFER RELAY
LEFT SAM
POWER SUPPLY
RIGHT
FCC
TDA
TUA
TDC
TUC
R STCM
SOLENOID
VALVES
TRIM ARM
COMMAND
TRIM CONTROL
COMMAND
RIGHT SAM
S81 FIRST OFFICERS

CONTROL WHEEL TRIM SWS
62741BXA
MANUAL ELECTRIC TRIM MODE

g62741bx
AUTO TRIM MODE

Auto Trim - General Description
Auto trim control of the stabilizer occurs when one or more FCC is
engaged.
The left FCC commands the left SAM and the right FCC commands
the right SAM. The centre FCC commands either the left or the right
SAM attempting to engage the left SAM first.
Operation
A selected FCC sends an ARM signal to its corresponding SAM.
When it receives a VALID signal from the SAM , the FCC engages.
The engaged FCC provides a trim command to the SAM when the
elevator is deflected out of its neutral position.
During an Approach
During an approach, stab trim bias is applied. The stabilizer is
positioned leading edge down, causing the elevator to move in the
opposite direction to maintain desired path. Trim bias leaves the
airplane trimmed nose up in the event of total autopilot disconnect.
Single Channel FCC

During single channel operation, one FCC is engaged and commands
its corresponding SAM. The auto-manual transfer relays are
energized in both SAMs. The FCC provides an auto trim command
when the elevator is deflected for more 4 seconds. The stabilizer then
moves at half rate speed to new trim position.(0.25/sec)
Multiple Channel FCC

FCC Logic
The following is the logic used during cruise and during an
approach.
In Cruise
Autostabilizer trim keeps the elevator within the neutral position of
the elevator feel force unit. This is done to prevent pitch servo
out-of-detent, and to prevent large pitch transients if the autopilot is
disconnected with the feel unit displaced from the neutral position.
During multiple channel operation, two or three FCCs are engaged.

The FCC (first engaged) provides trim commands to its SAM,
immediately, when the elevator is deflected out of its neutral
position. The stabilizer moves at half rate speed.
If a failure occurs on the 767-300 that results in autoland 3 (three
FCCs engaged) defaulting to autoland 2 (two FCCs engaged), the
FCC not controlling trim engages the SAM not previously
performing the auto trim function. The two FCCs command the two
SAMs to trim simultaneously resulting in the stabilizer moving at
full rate (0.5/sec). This full speed trim permits quick retrimming of
the airplane for go-around during a missed approach.
M0008658.PST
28V DC
L BUS
L STAB
TRIM CONTROL
(H11)
P11-2
TDA
TUA
MANUAL ELECTRIC
TRIM COMMANDS
TDC
TUC
S80 CAPTAINS CONTROL

WHEEL MANUAL TRIM SWS
LEFT
FCC
ARM
VALID
ENGAGE
TRIM COMMAND
MANUAL
TRIM INPUT
COINCEDENCE
MONITOR
COL TRIM SW
FAULT BALL
AUTO TRIM
VALID INHIBIT
POWER SUPPLY
FROM
1
AUTO
RT SAM
TRIM
AUTO TRIM COMMAND
MODE
CONTROL
TRIM
COMMAND
TDA
TUA
TDC
TUC
L STCM
SOLENOID
VALVES
CENTER
FCC
28V DC
R BUS
R STAB
TRIM CONTROL
(H20)
ARM
VALID
ENGAGE
TRIM COMMAND
SAM FAULT
MONITOR
INTERNALS
SAME AS
LEFT SAM
ARM
VALID
P11-5
ENGAGE
TRIM
COMMAND
TRIM COMMAND
TUA = TRIM UP ARM
TDA = TRIM DN ARM
TUC = TRIM UP CONTROL
TDC = TRIM DN CONTROL
AUTO/MANUAL
TRANSFER RELAY
LEFT SAM
POWER SUPPLY
RIGHT
FCC
TDA
TUA
TDC
TUC
R STCM
SOLENOID
VALVES
TRIM ARM
COMMAND
TRIM CONTROL
COMMAND
RIGHT SAM
S81 FIRST OFFICERS

CONTROL WHEEL TRIM SWS
62741BXA
AUTO TRIM MODE

g62741bx
MACH TRIM MODE

General Description
The mach trim schedule provides for a greater stabilizer trim

correction as the mach number increases.
The mach trim mode controls the stabilizer trim during flight when
no autopilot is selected (no FCC engaged) and no other stabilizer
trim command exists. The controlling SAM commands the stabilizer
trim as a function of change in mach number to enhance the
longitudinal stability of the airplane. A speed increase results in an
airplane nose up trim while a speed decrease results in an airplane
nose down trim.
NOTE: When not engaged, the mach trim control law is referenced
to stabilizer position. After engagement, the control law
commands the stabilizer trim system to reposition the
stabilizer in response to variations in Mc (computed mach).
A failure of the controlling SAM to perform in mach trim mode

results in the other SAM taking over control. Depending upon the
cause of the failure, faultballs are set on the failed SAM. Failure of
both SAM s to perform the mach trim function is not annunciated.
Operation
Mc (mach) data which is identified as failed by the ARINC 429

status matrix is discarded and the previous valid value is used. If
four or more invalid values of a parameter are received within eight
successive samples, the failure is set as an ADC fault.
Both SAMs contain the mach trim circuits and receive mach data
from the two ADCs.
Movement of the elevator control column in an opposite direction to

the airplane longitudinal trim causes the elevator control column
cutoff switches to stop the mach trim mode.
After initialization the controlling SAM automatically engages the

mach trim mode and commands the stabilizer to move at half rate of
speed when:
The airplane is in the air (20 sec delay).

No manual electric trim switches input is being made.
No alternate electric trim switches input is being made.
No FCC is engaged (no autotrim)
Flaps and slats are retracted.
The airplane speed changes.
No SAM fault is present.
M00086A8.PST
NO MANUAL ELEC TRIM

NO AUTO TRIM
NO ALTERNATE ELEC TRIM
IN AIR
FLAPS RETRACTED (FSPM)
AND
MACH TRIM SELECT
SAM F/B NOT SET
INHIBIT
ENGAGE
SAM VALID
SAM
STCM
MACH TRIM ENGAGE
FSPM
STAB
CHANGE IN STABILIZER
POS
POSITION
.88M
DADC
UP CONTROL
SOLENOID
TDC
DN CONTROL
SOLENOID
TUA
UP ARM
SOLENOID
STAB
.8
CHANGE
IN
.5
STAB .4
POS
TUC
CMD
LIMIT
SWS
.78M
.33M
TDA
DN ARM
SOLENOID
Mc
.0
0.3 0.4
0.5
0.6 0.7 0.8 0.9
COMPUTED MACH, Mc
SAM
FAULT
MONITOR
MACH TRIM SCHEDULE

FAULT
MACH TRIM CONTROL
STCM
FAULT
SAM
FAULT
BALL
STAB TRIM
STABILIZER TRIM/AILERON LOCKOUT MODULE (EITHER)

62741BZA
MACH TRIM MODE

g62741bz
INTENTIONALLY BLANK
ALTERNATE ELECTRIC MODE - VH-OGE AND ON
g62741bz
27.41 HORIZONTAL STABILIZER ALTERNATE ELECTRIC MODE - VH-OGE

AND ON
ALTERNATE ELECTRIC TRIM SWITCHES AND SOLENOIDS

General Description
The alternate electric trim system provides direct electrical control to
the solenoid valves on the STCM s. When trimming with the
alternate system, the SAM s, column cutoff switches and limit
switches are bypassed.
Alternate Electric Trim Switches

Two alternate electric trim switches, located on the top left side of
the control stand, P10, control stabilizer trim in the alternate electric
mode. The switches will move forward or aft and are spring returned
to the neutral position when released.
Operation
Moving both the right ARM, and the left CONTROL switches
forward, provides an electrical signal for airplane nose down trim to
both STCMs. Moving both switches aft provides a signal for
airplane nose up trim to both STCM s providing full rate trim.
A normally-open microswitch closes with any ARM switch
movement. This signal is sent to both SAM s to prevent the
UNSCHED TRIM message. If auto trim or mach trim is engaged and
an unscheduled trim occurs, the UNSCHED TRIM message will
appear and remain on during alternate electric trim operation.
NOTE: Single channel autopilot engaged mode is not disengaged

by operation of the alternate electric trim switches. Single
channel Autopilot trim is at half rate through one STCM.
In the event of conflicting commands from these two
sources, the stabilizer will move at half rate in the
direction commanded by the alternate electric trim
switches (This is because the alternate electric trim is to
both STCMs). Multi channel engaged mode operates the
same with only one trim channel active (one STCM).
Under certain conditions in multichannel engaged mode,
the two trim channels are used. In this case full-rate
autotrim (both STCMs) is used. An alternate electric trim
counter command at this time will result in no trim.
Access to the alternate electric trim switches is by removing the
cover plate on the top left side of the control stand. The switches are
installed as one assembly.
If the microswitch connected to the ARM switch is closed for more
than 30 seconds when either the left or centre hydraulic system is
pressurized, the MAN LEVER SW fault ball is set on both SAM s.
The faultballs reset automatically 2 seconds after the SAMs sense
the microswitch open.
M00083CA.PST
ARM NOSE
DOWN SOLENOID
NOSE
DOWN
ARM NOSE
UP SOLENOID
CONTROL NOSE
DOWN SOLENOID
NOSE
UP
CONTROL NOSE
UP SOLENOID
"ARM"
SWITCH
28V DC
"CONTROL"
SWITCH
28V DC
BAT. BUS
DUAL COIL
SOLENOID VALVE
(TUA SOLENOID)
FROM R SAM
28V DC
A36
STAB TRIM ALT
AS ABOVE (TDA)
AS ABOVE (TUC)
AS ABOVE (TDC)
P11 CB PANEL
L SAM
R STCM
NOSE UP
INDICATION
ARM
CONTROL
NOSE DOWN
R SAM
NOSE UP
ALT TRIM UP "ARM" (TUA)
NOSE DOWN
ALT TRIM DOWN "ARM" (TDA)
NOSE UP
ALT TRIM UP "CONTROL" (TUC)
NOSE DOWN
ALT TRIM DOWN "CONTROL" (TDC)
INTERNALS
SAME AS
R STCM
L STCM
S790 ALT STAB TRIM SWITCH

62741ACA
ALTERNATE ELECTRIC TRIM SWITCHES AND SOLENOIDS

g62741ac
INTENTIONALLY BLANK
STANDBY MANUAL MODE - VH-EAJ TO OGD
g62741ac
27.41 HORIZONTAL STABILIZER STANDBY MANUAL MODE - VH-EAJ TO

OGD
STABILIZER TRIM STANDBY MANUAL MODE

Trim Levers
Standby manual trim is accomplished by the use of trim levers as
follows:
Operation
Moving both the ARM (right), and CONTROL (left), stby manual
trim levers (P10),forward, provides a mechanical airplane nose down
signal to both of the hydraulic stabilizer trim control modules (
STCMs). Both levers moved aft provides an airplane nose up trim
signal. When released, both levers should return to neutral upright
position using spring centering from the STCMs valves. Lever
operation does not provide a graduated, metered, trim rate but results
in full trim or no trim from the STCMs. A cam and roller
mechanism on the ARMING cable drum closes a normal open
microswitch, that provides a signal to the digital stabilizer trim and
aileron lockout modules (SAMs) to avoid nuisance fault
annunciation during a manual trim operation (UNSCHD STAB
TRIM message). The microswitch (S-538) position is monitored by
the SAMs. If the switch goes to the closed position for more than
30 seconds with either hydraulic system powered (left or centre), the
MAN LEVER SW faultball will be set on the SAMs.
With the stby manual trim levers (arm and control) at neutral, the
input arms on the STCMs are aligned centrally between the index
(scribe) marks on the lever stop plate by adjusting the control rods.
The cable tension is adjusted by turnbuckles to comply with a
tension/temperature chart and to allow rig pins ST4 and ST5 (cable
quadrants) to fit freely.
Location and Access

Both levers are located on the top left-hand side of the centre control
stand, P-10. Access to the levers and cable drums is by removing the
centre control stand side panels.
M00082CF.PST
HYDRAULIC
RELEASED
BRAKE (2)
STAB TRIM STANDBY SWITCH, S538
STABILIZER TRIM
CONTROL MODULE
(STCM) (TYP)
"CONTROL" CABLES
SPRING
STABILIZER TRIM
CONTROL LEVER
(CONTROL)
"ARM" LEVER
"ARM" CABLES
NOSE
DOWN
NOSE
UP
STABILIZER
TRIM SWITCH,
S538
(TO THE SAM )
HYDRAULIC
MOTOR (2)
ST2B
ST2A
NOSE DOWN
"ARM"
NOSE UP "ARM"
NOSE DOWN "CONTROL"
FWD
NOSE UP "CONTROL"
ST1A
ST1B
LIMIT SWITCH AND

POSITION
TRANSMITTER
MODULES (3)
G62741CQ
STABILIZER TRIM STANDBY MANUAL MODE

g62741cq

OGD

General Description
The two STCMs receive electric command inputs (autopilot or

manual electric), or manual commands (standby manual) via levers
and cables , to control porting of hydraulic power to the hydraulic
motors and the hydraulically release of the secondary brakes of the
stabilizer trim ballscrew actuator assembly.
The line replaceable units of the STCMs are the four single coil
solenoid valves, the motor operated hydraulic shut off valve, the
brake bypass button assembly and the hydraulic pressure switch.
Location and Access
When the manual brake bypass button on the STCM is pushed,

pressure to release the secondary brake is blocked and ported to
return and the brake stays on. This demonstrates that the secondary
brake is capable of preventing operation of a pressurized hydraulic
motor.
Two interchangeable STCMs, one right and one left, are mounted on
the bulkhead above the stabilizer ballscrew actuator assembly in the
stabilizer compartment.
Components
Each STCM has seven hydraulic ports and four electrical connectors.
A cleanable in-line filter screen, 100 micron, is installed in the
system pressure port. Four singlel coil solenoid valve assemblies, for
airplane nose up and nose down, ARM and CONTROL, receive the
electrical input commands.
A pressure switch, operating at 750-1000 psi, monitors the hydraulic
pressure applied to the secondary brake and signals both SAMs. A
28 volt dc motor operated shut off valve is located on the lower side
of the STCM. The shut off valve has a lever indicating the position
of the valve and is used for manual override. A brake bypass button
is located on the lower side of the STCM.
M0008309.PST
REAR
QUADRANT
(TYP)
ST2A
ST2B
ADJUSTABLE
CONTROL RODS
(TYP)
"ARM" INPUT
ON TOP OF
MODULE
(NOT SHOWN): PRESSURE PORT (FILTER SCREEN)
RETURN PORT
ELEVATOR FEEL PORT
ARM NOSE DOWN SOLENOID
ARM NOSE UP SOLENOID
RIG PIN
ST5 HOLE
CONTROL NOSE DOWN SOLENOID

CONTROL NOSE UP
SOLENOID
APL NOSE
DOWN PORT
RETURN
PORT
ST1B
APL
NOSE UP
PORT
BRAKE
RELEASE
PORT
"CONTROL"
INPUT
ST1A
PRESSURE
SWITCH
FWD
BRAKE BYPASS
BUTTON
MOTOR-OPERATED
SHUTOFF VALVE
(MANUAL OVERRIDE
NOT SHOWN)
RIG PIN
ST4 HOLE
G62741CN

g62741cn

OGD
STCM OPERATION - NO CONTROL INPUT

Module Pressurized: No Control Input
System pressure of 3000 psi from the left or centre hydraulic system
is input through the filter element (100 mc cleanable in-line filter
screen) and the 28v dc motor operated shut off valve (controlled by
flight compartment hydraulic cutout switches). The pressure goes
through the rate control valve (modulated by computed elevator feel
pressure to give decreasing hydraulic flow rate with increasing
airspeed), through manual standby valves and solenoid valves to both
ends of arm and control valves. No pressure is ported to the
hydraulic motor or hydraulic brake unless both arm and control
valves are moved in series by a control input. These two valves are
spring centered as well as hydraulically centered. Valve movement is
by relieving pressure on one end of the valve.
M0008340.PST
ELEV FEEL
CMPTR-CTR
27-30-01
FLIGHT CONTROLS
HYD DISTR-CTR
27-00-01
PRESSURE
RETURN 1
"ARM"
APL NOSE
DN SOL
"ARM"
"ARM"
APL NOSE APL NOSE
UP SOL
DN SOL
FLIGHT CONTROLS
HYD DISTR-L
27-00-01
ELEVATOR
FEEL CMPTR-L
27-30-01
"ARM"
APL NOSE
UP SOL
ELEV FEEL
ELEV
FEEL
RATE CONTROL
VALVE
MANUAL
STANDBY
"ARM"
VALVE
APL NOSE UP
MOTOR
OPERATED
VALVE

2
RETURN 2
PRESSURE
BRAKE REL
3
APL NOSE DN

PRESSUREBRAKE
RELEASE
SECONDARY
BRAKE
(PRESSURE
RELEASED)
SECONDARY
BRAKE
(PRESSURE
RELEASED)
PRIMARY BRAKE
(RATCHED)
"ARM" VALVE
PREVENTS CW
BACK-DRIVE
NULL
APL NOSE UP
RETURN 1
BRAKE
PRESSURE SW
RETURN 2
PRESSURE
APL NOSE DN
"CONTROL" VALVE
MANUAL
BRAKE
BYPASS
BRAKE
DISC
BRAKE
PRESSURE
SW
PREVENTS CCW
BACK-DRIVE
NULL
GEARBOX
APL NOSE UP
APL NOSE DN
PRESSUREAPL NOSE UP
HYD
MOTOR
HYD
MOTOR
PRESSUREAPL NOSE DN
APL NOSE DN
STABILIZER
APL NOSE UP
MANUAL
STANDBY
"CONTROL"
VALVE
PRESSURE
APL NOSE UP
PRESSURE
APL NOSE DN
WL
239
UP
M212
R STAB TRIM CONT

"CONTROL" "CONTROL"
APL NOSE
APL NOSE
DN SOL
UP SOL
FWD
STA
1805
"CONTROL"
APL NOSE
DN SOL
"CONTROL"
APL NOSE
UP SOL
BALLSCREW
ACTUATOR ASSY
SYSTEM PRESSURE
RETURN
METERED PRESSURE
62741BDA
STCM OPERATION - NO CONTROL INPUT

g62741bd

OGD
STCM OPERATION - NOSE UP INPUT

Manual Input: Nose Up Trim
Mechanical input from the standby manual trim levers (P10),through
the stabilizer trim cable system is input to the stabilizer trim control
module ( STCM) at the manual standby arming and control valves.
The spring centering on these valves provide for returning the
standby manual trim levers to the neutral position when they are
released. Movement of the standby manual valves to the nose up
position will cause relief of hydraulic pressure on the ends of the
main arm and control valves, moving them both to the nose up
position.
NOTE: The standby manual valves are upstream of the solenoid

valves, thus establishing manual priority over all electrical
inputs.
Metered flow from system pressure through the rate control valve,
now has a path through the arm and control valves in series to
release the hydraulic brake and to power the nose up side of the
hydraulic motor. The pressure at the brake pressure switch causes a
feedback signal to the digital stabilizer trim and aileron lockout
module ( SAM ).
Both hydraulic released brakes and hydraulic motors act through the
differential gearbox assembly to trim the stabilizer for airplane nose
up trim. The ratchet drum brake is always engaged to prevent air
loads from back driving the stabilizer.
M0008358.PST
ELEV FEEL
CMPTR-CTR
27-30-01
FLIGHT CONTROLS
HYD DISTR-CTR
27-00-01
PRESSURE
RETURN 1
"ARM"
APL NOSE
DN SOL
"ARM"
"ARM"
APL NOSE APL NOSE
DN SOL
UP SOL
FLIGHT CONTROLS
HYD DISTR-L
27-00-01
ELEVATOR
FEEL CMPTR-L
27-30-01
"ARM"
APL NOSE
UP SOL
ELEV FEEL
ELEV
FEEL
RATE CONTROL
VALVE
MANUAL
STANDBY
"ARM"
VALVE
MOTOR
OPERATED
VALVE
RETURN 2
RETURN 1
BRAKE
PRESSURE SW
NOSE DOWN
PRESSURE

2
RETURN 2
PRESSURE
BRAKE REL
3
PRESSUREBRAKE
RELEASE
SECONDARY
BRAKE
(PRESSURE
RELEASED)
SECONDARY
BRAKE
(PRESSURE
RELEASED)
PRIMARY BRAKE
(RATCHED)
"ARM" VALVE
NOSE UP
"CONTROL" VALVE
NOSE UP
PREVENTS CW
BACK-DRIVE
NOSE DOWN
MANUAL
BRAKE
BYPASS
BRAKE
DISC
BRAKE
PRESSURE
SW
PREVENTS CCW
BACK-DRIVE
NOSE DOWN
GEARBOX
PRESSUREAPL NOSE UP
HYD
MOTOR
HYD
MOTOR
PRESSUREAPL NOSE DN
NOSE DOWN
STABILIZER
MANUAL
STANDBY
"CONTROL"
VALVE
PRESSURE
APL NOSE UP
PRESSURE
APL NOSE DN
WL
239
UP
M212
R STAB TRIM CONT

"CONTROL" "CONTROL"
APL NOSE
APL NOSE
DN SOL
UP SOL
FWD
STA
1805
"CONTROL"
APL NOSE
DN SOL
"CONTROL"
APL NOSE
UP SOL
BALLSCREW
ACTUATOR ASSY
SYSTEM PRESSURE
RETURN
METERED PRESSURE
62741BEA
STCM OPERATION - NOSE UP INPUT

g62741be
INTENTIONALLY BLANK
STABILIZER TRIM FAULT INDICATION
g62741be
27.41 HORIZONTAL STABILIZER STABILIZER TRIM FAULT INDICATION

General Description
Both SAMs monitor the stabilizer trim functions and annunciate
faults by displaying EICAS messages, illuminating amber lights on
the P5 panel and setting fault balls on the face of the SAMs.
Fault Balls
There are eleven fault balls on the face plate of the SAM module, if
one or more are set the maintenance message STAB TRIM appears
on EICAS.
Flight Messages and Lights

When the stabilizer moves without command or moves in the
opposite direction than one commanded during autopilot operation or
Mach trim, the caution (B) level message UNSCHD STAB TRIM
appears on EICAS and the amber light UNSCHED STAB TRIM
illuminates on the P5 panel.
NOTE: The AUTOPILOT light on the P13 panel and EICAS

caution message will also appear to alert the crew to loss
of autostabilizer trim capability.
When only half rate trim results from a pilots manual electric trim
input, the advisory (C) level message STAB TRIM appears on
EICAS and the amber light STAB TRIM illuminates on the P5 panel.
Anytime a fault ball is set on the face of a SAM, the EICAS
maintenance message STAB TRIM will appear.
M00085C7.PST
MASTER CAUTION
WARNING LIGHT
(2 PLACES) P-7
STAB
TRIM
WARNING
R
CAUTION
A
UNSCHED
STAB TRIM a
PILOTS OVHD
PANEL (P5)
SAM (R);
E2-1
UNSCHD STAB TRIM

STAB TRIM
SAM (L);
E1-1
"B"
"C"
STAB TRIM
EICAS DISPLAY UNITS

(P2)
G62741BP

g62741bp
UNSCHEDULED STAB TRIM

General Description
Both SAMs monitor the stabilizer position to detect and annunciate
unscheduled stabilizer motion.
Unscheduled motion is movement without a valid SAM trim
command which requires both arm and control commands in the
same direction. These valid SAM commands occur in manual
electric, mach trim and auto trim modes. Standby manual trim
commands are not routed through the SAMs.
An unscheduled stabilizer motion is detected by the SAMs when the
stabilizer moves more than approximately one-half degree without a
valid SAM trim command, or the stabilizer moves opposite to the
command direction. The SAMs detect this unscheduled motion only
during mach trim and auto trim engagement.
A SAM fault disables the unscheduled stab trim detection from that
SAM.
If the standby manual trim is operated without any other trim

operating, a normally open micro switch is activated in the arming
cable and sends an unscheduled trim inhibit to the SAMs.
Fault Annunciation
When a SAM detects an unscheduled stabilizer motion in autotrim
mode, it causes the UNSCHED STAB TRIM light (P5) and EICAS
UNSCHD STABILIZER caution (B) message to appear. The
annunciation is not latched and is removed when the stabilizer stops
moving.
Providing the standby trim is not being operated and an unscheduled
tab trim is detected, the STCM fault ball on the SAM is set.
NOTE: Loss of autostabilizer trim capability from the active

autopilot annunciates the AUTOPILOT light and B level
message on EICAS.

Manual electric trim operation disengages mach trim and single
channel auto trim and causes a valid SAM trim output. Therefore,
the SAMs do not detect unscheduled motion.
Standby Manual Trim

Standby manual trim operation disengages mach trim but not auto
trim. Because they are not routed through the SAMs, standby
manual trim commands during auto trim operation cause the SAMs
to detect unscheduled motion.
M0008744.PST
UNSCHED
STAB TRIM
a
PILOTS OVERHEAD
PANEL (P5)
MACH TRIM
MODE
ENGAGED
STAB MOVES
> 0.55 WITHOUT
VALID
TRIM CMD
STAB MOVES
OPPOSITE
TO CMD
DIRECTION
AUTO TRIM
MODE
ENGAGED
UNSCHEDULED
STAB
STAB
MOTION
STOPS
MAN/ELECT TRIM
ANY FCC ENGAGED
STANDBY MANUAL MODE
OR ALTERNATE ELECTRIC
TAT + 12C
UNSCHED STAB TRIM
AUTO PILOT
WARNING
r
CAUTION
a
SAM FAULT
LATCH
EICAS
COMPUTER
LEFT OR RIGHT SAM

AUTO
PILOT
P1 - 3
62741CCA
UNSCHEDULED STAB TRIM

g62741cc
STAB TRIM RATE FAULT

Detection of Half Rate Trim During Manual Electric
Trim
Both SAMs monitor hydraulic pressure to the secondary brakes of
the ballscrew actuator assembly. Hydraulically releasing the
secondary brakes allows hydraulic motors to drive the gearbox and
ballscrew.
The SAMs detect trim rate by monitoring the pressure switches on
the STCMs. If a pressure switch disagreement occurs during manual
electric trim, both SAMs detect half trim rate when full trim rate is
commanded.
Restoring left or centre hydraulic system pressure (If loss of

pressure was the cause).
Both brake pressure switches sense high pressure when a manual
electric trim command is made.
NOTE: The STAB TRIM light illuminates along with STAB TRIM
advisory EICAS message, if manual electric trim is
requested and either the left or centre hydraulic system is
depressurized or if either of the stabilizer trim hydraulic
cutout switches are operated.
The SAMs cannot detect a trim rate fault when making an alternate
electric trim command.
NOTE: Detection of neither brake release, with a valid command,

will not cause annunciation of STAB TRIM. Trim monitor
circuits will not cause STAB TRIM indication if half rate of
trim is detected while using the standby manual trim levers
due to the standby lever ARM switch inhibit.
Fault Annunciation
When half trim rate is detected during manual electric trim, the
STAB TRIM light on P5 panel and STAB TRIM advisory EICAS
message appear. The SAM latches this annunciation.
Reset is by one of the following:
Pushing the RESET button on the SAM.
Powering up the SAM.
M000875E.PST
VALID MANUAL
ELECTRIC
TRIM COMMAND
SAM FAULT
RATE
FAULT
LATCH
STAB
TRIM
PILOTS
OVERHEAD
PANEL (P5)
L STCM
BRAKE
PRESS SW
STAB TRIM
R STCM
BRAKE
PRESS SW
RESET
VALID TRIM RATE

MAINT RESET
EICAS
COMPUTER
POWER UP
L HYD SYS PRESS RESTORED
C HYD SYS PRESS RESTORED
UPPER EICAS DISPLAY UNIT (P2)
L OR R SAM
62741CDA
STAB TRIM RATE FAULT

g62741cd
SAM FAULT BALLS

General Description
SAM Fault Ball
The faceplate of the SAM contains eleven fault balls for displaying
the fault status of various line replaceable units ( LRUs) interfacing
with the SAM.
An internal failure of the SAM sets the SAM fault ball. When the
SAM fault ball is set, it disables all other fault annunciation on the
SAM.
Three faults have dual labels, one label is applicable to the 767, the
other to the 757 airplane. For the fault labeled FSPM/ SPM, only
FSPM applies to the 767. For fault balls labeled L AIL LOCK
ACT/ELEV ASY ACT and R. AIL LOCK ACT/ FSEU, only L. AIL
LOCK ACT and R. AIL LOCK ACT apply to the 767.
Each fault ball is latched to display a black or yellow (fault)
indication. Pushing the reset button on the SAM faceplate resets all
yellow balls after the fault condition is cleared. Certain fault balls
reset automatically in the air or on the ground when the faulty
condition is no longer present.
Any fault ball set on a SAM causes a maintenance (M) level
message STAB TRIM to appear on EICAS. The message is not
latched in the EICAS memory.
Three fault balls, FCC, FSPM and SAM are related to faults in the
stabilizer auto trim mode. The remaining fault balls are associated
with alternate electric trim, manual electric trim and outboard aileron
lockout.
FCC Fault Ball

An FCC failure or an ARINC 429 digital data bus fault sets the FCC
fault ball. The fault is cleared if valid data is continuously received
for 5 seconds.
ADC Fault Ball

An ADC failure, an ARINC 429 digital data bus fault or faults in
data comparison between the two ADCs set the ADC fault ball. The
fault is cleared if valid data is continuously received for at least 30
seconds.
Data comparison faults that occur in the air and are present during an
air to ground transition latch the fault ball. In this case only pushing
the reset button can reset the fault ball.
FSPM Fault Ball

An out of tolerance condition of the stabilizer position signal or the
flaps retracted discrete signal from the FSPMs set the FSPM fault
ball.
M00086CA.PST
FCC
ADC
COL TRIM SW
MAN LEVER SW
STAB TRIM
(LEVEL M)
ANY FAULT BALL SET

FSPM/
SPM
STCM
AIR-GND RELAY
L. AIL LOCK ACT/

ELEV ASY L ACT
EICAS COMPUTERS
R. AIL LOCK ACT/
FSEU
HYD PRESS SW
INTERFACING LRUS
SAM
767/
757
RESET
IF THIS FAULT BALL IS SET FIRST,

THE OTHER FAULT BALLS WILL NOT SET
PRESS TO MANUALLY RESET FAULT BALLS
STABILIZER TRIM AILERON

LOCKOUT MODULE (SAM)
62741CAA
SAM FAULT BALLS

g62741ca
SAM FAULT BALLS

(Continued)
FSPM Fault Ball
(Continued)
A stabilizer position signal input of less than +1.0 volt dc or an open

circuit present for 1.5 seconds is a failed condition. When the fault
clears the fault ball is automatically reset.
If one of the three FSPMs discrete signals is different from the
others or the remaining two discrete signals differ for more than 5
seconds, the FSPM fault ball sets. The fault ball resets automatically
when all three signals agree.
AIR-GND RELAY Fault Ball

When there is a disagreement between the three air/ground inputs to
SAM the AIR-GND RELAY fault balls is set. If the fault occurred in
flight and is repaired after landing, the fault ball resets automatically
when all three systems transition to the air or the reset button is
pushed. otherwise the fault ball resets automatically when all three
inputs agree.
STCM Fault Ball

A secondary brake pressure switch sensing high pressure for 2
seconds without an auto trim command or stabilizer does not move
within 2 seconds of a auto trim command sets the STCM fault ball.
The second fault condition requires a hydraulic system pressure
signal to set the fault ball.
The first fault condition has no auto reset. It requires pushing the
reset button to reset the fault ball after the fault is repaired.
The second fault condition resets automatically when the fault clears
and high pressure to the brake is sensed within one second of a auto
trim command.
NOTE: The STCM fault ball will not be set when low hyd press is
sensed by the SAM. It will set the HYD PRESS fault ball
instead.
HYD PRESS SW Fault Ball

COL TRIM SW Fault Ball
A disagreement between the manual electric control switch inputs
sets the COL TRIM SW fault ball. The fault ball resets automatically
when the SAM senses valid trim commands.
It is set by the manual trim input coincidence monitor and detects
faults in the thumb switches.
A failure of the demand hydraulic pump control pressure switches

that monitor the left and centre hydraulic system pressure, sets the
HYD PRESS SW fault ball. The fault ball resets automatically or by
pushing the RESET button after the fault is repaired.
Low hydraulic press also sets the fault ball.
M00086CA.PST
FCC
ADC
COL TRIM SW
MAN LEVER SW
STAB TRIM
(LEVEL M)
ANY FAULT BALL SET

FSPM/
SPM
STCM
AIR-GND RELAY
L. AIL LOCK ACT/

ELEV ASY L ACT
EICAS COMPUTERS
R. AIL LOCK ACT/
FSEU
HYD PRESS SW
INTERFACING LRUS
SAM
767/
757
RESET


62741CAA
SAM FAULT BALLS

g62741ca
(Continued)
SAM FAULT BALLS

(Continued)
MAN LEVER SW Fault Ball

A failure of the microswitch connected to the ARM alternate electric
trim switch sets the MAN LEVER SW fault ball. The microswitch
has failed when it is closed for more than 30 seconds and hydraulic
pressure is high in the left or centre system. The fault ball rests
automatically when the microswitch is open for more than 2 seconds.
M00086CA.PST
FCC
ADC
COL TRIM SW
MAN LEVER SW
STAB TRIM
(LEVEL M)
ANY FAULT BALL SET

FSPM/
SPM
STCM
AIR-GND RELAY
L. AIL LOCK ACT/

ELEV ASY L ACT
EICAS COMPUTERS
R. AIL LOCK ACT/
FSEU
HYD PRESS SW
INTERFACING LRUS
SAM
767/
757
RESET


62741CAA
SAM FAULT BALLS

g62741ca
(Continued)
INTENTIONALLY BLANK
STABILIZER TRAVEL LIMITS
g62741ca
27.41 HORIZONTAL STABILIZER STABILIZER TRAVEL LIMITS
STABILIZER TRAVEL LIMITS 200 AIRCRAFT

General Description
The full movement of the stabilizer is from 0 unit to 14.2 units, one
unit is equal to approximately one degree.
The neutral position of the stabilizer is at 2.0 units. At the neutral
position the stabilizer is aligned with the longitudinal axis of the
airplane.
Travel Limits
Travel limiting devices control the range of stabilizer movement in
all operating modes. Upper and lower mechanical stops limit the
stabilizer travel at each end of the range. In the electrical control
mode, limit switches prevent stabilizer travel beyond that required by
the normal flight envelope.
The upper limit in the SAM electrical mode is provided at 0.5 units
with the flaps extended and at 1.5 units with the flaps retracted. The
lower electrical limit is provided at 11.8 units.
The stabilizer trim limits for takeoff are between 1.0 unit and 7.0
units. These limits are indicated by a green bank on the stabilizer
position indicators.
Three painted marks on the fuselage indicate stabilizer position.
The neutral shift of the elevator starts at the stabilizer position of 8.5
units. As the stabilizer leading edge is moved further down, the
elevator trailing edge is moved up gradually to reach the maximum
shift of 5.7 degrees with the stabilizer positioned at 14.2 units.
M00141D4.PST
UPPER ELECTRICAL LIMIT

FLAPS RETRACTED
UPPER
MECHANICAL
STOP
AIRPLANE
NOSE DOWN
TRIM
UPPER
ELECTRICAL
LIMIT FLAPS
EXTENDED
5.7
0.0 UNIT
0.5UNITS
1.5 UNITS
2.0 UNITS
1.0 UNIT
0 NEUTRAL
TAKEOFF
TRIM LIMITS
(GREENBAND)
ELEVATOR
HORIZONTAL
STABILIZER
7.0 UNITS
8.5 UNITS
11.8 UNITS
NEUTRAL
SHIFT OF
ELEVATOR
AIRPLANE
NOSE UP
TRIM
LOWER
ELECTRICAL
LIMIT
14.2 UNITS
LOWER
MECHANICAL
STOP
NOTE:
ONE UNIT OF STABILIZER
TRAVEL EQUALS APPROXIMATELY
ONE DEGREE
G62741CJ

g62741cj
27.40 HORIZONTAL STABILIZER STABILIZER TRAVEL LIMITS

General Description
The full movement of the stabilizer is from 0 unit to 14.2 units, one
unit is equal to approximately one degree.
The neutral position of the stabilizer is at 2.0 units. At the neutral
position the stabilizer is aligned with the longitudinal axis of the
airplane.
Travel Limits
Travel limiting devices control the range of stabilizer movement in
all operating modes. Upper and lower mechanical stops limit the
stabilizer travel at each end of the range. In the electrical control
mode, limit switches prevent stabilizer travel beyond that required by
the normal flight envelope.
The upper limit in the SAM electrical mode is provided at 0.25 units
with the flaps extended and 1.5 units with the flaps retracted. The
lower limit is provided at 12.8 units.
Stabilizer trim limits for takeoff are between 0.25 units and 7.0 units.
These limits are indicated by a green band on the pilots stabilizer
position indicators.
Three painted marks on the fuselage indicate stabilizer position.
M00081E7.PST
.
UPPER
UPPER
ELECTRICAL
MECHANICAL LIMIT FLAPS
STOP
EXTENDED
0.0 UNIT
0.25 UNITS
UPPER
ELECTRICAL
LIMIT FLAPS
RETRACTED
AIRPLANE
NOSE DOWN
TRIM
HORIZONTAL
STABILIZER
1.5 UNITS
ELEVATOR
0.0 NEUTRAL
2.0 UNITS
TAKEOFF
TRIM LIMITS
(GREENBAND)
7.0 UNITS
AIRPLANE
NOSE UP
TRIM
12.8 UNITS
LOWER
ELECTRICAL
LIMIT
14.2 UNITS
LOWER
MECHANICAL
STOP
NOTE:
ONE UNIT OF STABILIZER
TRAVEL EQUALS APPROXIMATELY
ONE DEGREE
G62741AJ

g62741aj
INTENTIONALLY BLANK
STABILIZER POSITION INDICATION
g62741aj
27.41 HORIZONTAL STABILIZER STABILIZER POSITION INDICATION
LIMIT SWITCH AND POSITION TRANSMITTER MODULES

General Description
The stabilizer trim limit switch and position transmitter modules

provide:
Access to the stabilizer trim and position transmitter modules is by

opening the access door to the stabilizer compartment.
Stabilizer travel limits during electric trim control.

A signal to the takeoff configuration warning system that the
stabilizer position is within the greenband.
Stabilizer position feedback signals to the SAMs and the FCCs.
Signals to operate the stabilizer position indicators.
Limit Switches and Position Transmitter Modules

Each of the three identical modules, located below the stabilizer in
the stabilizer compartment, contain cam operated limit switches to
limit stabilizer movement in a SAM trim mode and to signal the
takeoff warning module. They also contain an RVDT for sending
feedback signals to the SAMs and FCCs and, a position synchro
for driving the stabilizer position indicators on the control stand. The
modules are labeled left, centre and right relative to their position in
the stabilizer compartment.
The three modules are line replaceable units and are interchangeable.
No field adjustment is required on the modules. Each module is
replaced without disturbing the cable drive system. The module
spline shaft has a missing tooth which is aligned with the missing
tooth of the splined drum.
With the stabilizer set to the electrical neutral of 7 units, the cables
are tensioned to a tension/ temperature chart and to fit rig pins in
each LSPM drum.
Operation
A drum connected by a cable to the stabilizer drives each stabilizer
trim limit switch and position transmitter module. As the stabilizer
moves, the cables drive the drum which rotate the module input
shaft.
M00084BA.PST
RIG PIN
NO. 1
RIG PIN
NO. 3
RIG PIN
NO. 2
PULLEY
UPPER CABLE
UP
TURNBUCKLE
SECTION A-A
____________
VIEW LOOKING FORWARD
GEARS
STABILIZER
RVDT
UP
TURNBUCKLE
STOP
ARM
SYNCHRO
LOWER CABLE
FWD
A
SWITCH
ACTUATION
CAMS
A
SPACER (TYP)
LIMIT SWITCH & POSITION
TRANSMITTER MODULE
LIMIT SWITCH (TYP)
SPLINED
INPUT
SHAFT
(MISSING
TOOTH)
62748AAA

g62748aa
TRIM LIMIT SWITCH AND POSITION TRANSMITTER MODULES (LSPTM) 200 AIRCRAFT
General
Greenband Switch
Each LSPTM contains five cam actuated microswitches, one synchro

and one rotary variable displacement transducer (RVDT). Although
all three modules are identical and interchangeable, each serves
different function as determined by the wiring of the electrical
connectors.
The switch (centre LSPTM) provides a signal (switch closed) to the

configuration warning card when the stablizer is within the takeoff
trim limits (1.0 to 7.0 units of trim. Outside of these limits, the
switch will open and the appropriate configuration warning
(STABILISER A level message) will be annunciated.
Limit Switches
RVDT
These switches in the left and right LSPTMs,will interrupt the

electrical trim signal to the hydraulic stabilizer trim control modules
(STCMs) solenoids, providing the limits for electrical stabilizer trim.
The RVDTs, in the left,right and centre LSPTMs, send an ac voltage

signal, corresponding to stabilizer position, to the flap/stabliser
position modules (FSPMs) in the P-50 card file for conversion to a
useable dc signal for various digital user systems.
The up limit switch of the stabilizer is a function of the flap position.

With the flaps retracted the stabilizer up limit is 1.5 units. With the
flaps extended the stabilizer up limit is 0.5 units.The down limit
switch operates at 11.8 units.
Neutral Shift Switches
Synchro
The synchro in the left and right modules drive, respectively, the left
and right stabiliser position indicator on the control stand. The
synchro in the centre module is not used. The left synchro also sends
a stabilizer position signal to the flight data recorder.
Because the column is physically moved aft by elevator neutral shift,

these switches in the left and right LSPTM, allow selection of the
appropriate column aft cutout switches . From 0 to 8.4 units of
stabilizer trim, the 2.0 to 2.5 column aft switch will be active.
From 8.4 to 14.5 units of stabiliser trim, the 3.0 to 3.5 column aft
switch will be active as it is selected by the neutral shift switches in
the left and right trim limit switch and position transmitter modules
(LSPTM).
M00141E6.PST
C
COMPONENT
R
FUNCTION
COMPONENT
FUNCTION
COMPONENT
FUNCTION
SWITCH 1
UP LIMIT
SWITCH 1
NOT USED
SWITCH 1
UP LIMIT
SWITCH 2
UP LIMIT
SWITCH 2
NOT USED
SWITCH 2
UP LIMIT
SWITCH 3
NEUTRAL SHIFT
SWITCH 3
NOT USED
SWITCH 3
NEUTRAL SHIFT
NOT USED
SWITCH 4
DOWN LIMIT
SWITCH 5
NOT USED
SWITCH 4
DOWN LIMIT
SWITCH 5
SWITCH 5
NOT USED
SWITCH 5
RVDT
FSPM (L)
RVDT
FSPM (C)
RVDT
FSPM (R)
SYNCHRO
CAPTAINS INDICATOR &

FLIGHT RECORDER
SYNCHRO
NOT USED
SYNCHRO
F/OS INDICATOR
ELECTRICAL
CONNECTOR
GREEN
BAND
ELECTRICAL
CONNECTOR
ELECTRICAL
CONNECTOR
LIMIT SWITCH AND

POSTION TRANSMITTER
MODULE (3)
(VIEW LOOKING FORWARD)
G62748AE
TRIM LIMIT SWITCH AND POSITION TRANSMITTER

MODULES (LSPTM) 200 AIRCRAFT
g62748ae
LIMIT SWITCH AND POSITION TRANSMITTER DETAILS 300 AIRCRAFT

General Description
Each limit switch and position transmitter module contains four
micro-switches, one RVDT and one synchro.
Limit Switches
The first three switches in the left and right modules control the up
and down limits during SAM electric trim. When the flaps are
extended, the number 1 switches limit stabilizer travel to 0.25 units.
When the flaps are retracted, the number 2 switches limit stabilizer
travel to 1.5 units. Switches number 3 open at 12.8 units of trim.
Switches number 4 in the left and right modules are not used.
Green Band Switch

Switch number 4 in the centre module controls the signal to the
takeoff configuration warning system when the stabilizer is within the
greenband. The switch is closed when the stabilizer is between 0.25
and 7.0 units of trim. Switches number 1, 2 and 3 in the centre
module are not used.
RVDT/SYNCHRO
The RVDT in each module provides a signal to its dedicated flap /
stabilizer position module (FSPM). The synchro in the left and right
modules drive, respectively, the left and right stabilizer position
indicator on the control stand. The synchro in the center module is
not used.
M0008500.PST
COMPONENT
FUNCTION
COMPONENT
SWITCH 1
UP LIMIT
SWITCH 1
SWITCH 2
UP LIMIT
R
FUNCTION
COMPONENT
FUNCTION
NOT USED
SWITCH 1
UP LIMIT
SWITCH 2
NOT USED
SWITCH 2
UP LIMIT
SWITCH 3
DOWN LIMIT
SWITCH 3
NOT USED
SWITCH 3
DOWN LIMIT
SWITCH 4
NOT USED
SWITCH 4
GREEN
BAND
SWITCH 4
NOT USED
RVDT
FSPM (L)
RVDT
FSPM (C)
RVDT
FSPM (R)
SYNCHRO
CAPTAINS
INDICATOR AND
FLIGHT RECORDER
SYNCHRO
NOT USED
SYNCHRO
F/OS
INDICATOR
ELECTRICAL
CONNECTOR
ELECTRICAL
CONNECTOR
ELECTRICAL
CONNECTOR
LIMIT SWITCH AND

POSTION TRANSMITTER
MODULE (3)
(VIEW LOOKING FORWARD)
62748ACA
LIMIT SWITCH AND POSITION TRANSMITTER DETAILS

300 AIRCRAFT
g62748ac
LIMIT SWITCH AND POSITION TRANSMITTER MODULES PHOTOGRAPH

Location
The photo shows the three limit switch and position transmitter
modules located within the stabilizer area under the stabilizer.
M00084E6.PST

PHOTOGRAPH
g62748ab
STABILIZER TRIM POSITION INDICATORS

Operation
The stabilizer trim position indicators contain electronic circuitry to

take the synchro signal from the limit switch and position transmitter
modules and drive an indicating tape to show stabilizer position.
Indication is totally electrical, there are no motion disks and no
audible indication of stabilizer movement. The Indicator scale range
is from 0 to 14.5 units with 1 unit equal to 1 degrees of stabilizer
movement. 0 units is +2.0 degrees stabilizer leading edge up and
14.5 units is -12.5 degrees stabilizer leading edge down for the full
range of stabilizer movement. The greenband indicator is a painted
on marking, nonadjustable, for acceptable stabilizer position for
takeoff configuration.
Each indicator is an LRU held in place on the control stand by four

phillips head screws. There is no lubrication or adjustment required
on the Indicators.
Loss Of Power
Loss of power to the indicator causes the indicating tape to be black
and the lower portion to display the word OFF in amber and white.
Loss Of Input Signal

Loss of input signal from the drive synchro will cause the whole
indicating tape to be black.
Location and Access

There are two stabilizer trim position indicators located on the centre
control stand and accessible through the flight compartment. The
captains indicator is on the left side of the control stand and the first
officers indicator is on the right side.
M0008512.PST
STABILIZER
CENTER
SECTION
F/O
POSITION
INDICATOR
FWD
LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULES (3)
INSTRUMENT
LIGHTING
28V AC
R BUS
H-1
R STAB TRIM
POSN IND
P11-5 CKT BKR PNL
FIRST OFFICERS
POSITION INDICATOR
R LIMIT SW AND
POSN XMTR MODULE
INSTRUMENT
LIGHTING
28V AC
L BUS
H-20
L STAB TRIM
POSN IND
P11-2 CKT BKR PNL
CAPTAINS POSITION
INDICATOR
L LIMIT SW AND
POSN XMTR MODULE
62748ADA
STABILIZER TRIM POSITION INDICATORS

g62748ad
INTENTIONALLY BLANK
SUMMARY
g62748ad
27.41 HORIZONTAL STABILIZER SUMMARY

System General Description
Alternate Electric Trim
When the secondary brakes are released one or both hydraulic

motors operate the ballscrew actuator assembly which moves the
stabilizer. Solenoid valves on two STCMs control hydraulic power
to their respective motor and brake.
Alternate electric trim is a direct full rate trim input to the stabilizer.
Two hydraulic cutout switches on the control stand directly controls

a hydraulic shut off valve on each STCM.
Two SAMs monitor the operation of the stabilizer and provide
electric trim control. The left and right SAMs are dedicated to the
left and right STCMs respectively.
Cables and pulleys transmit the movement of the stabilizer to three
limit switch and position transmitter modules. These modules contain
limit switches, RVDTs and synchros.
Three FSPMs modify the electrical signal from the RVDTs of the
limit switch and position transmitter modules and send it to the
FCCs and the SAMs. The FSPMs also provide both SAMs with
discrete signals when the flaps are retracted. The discrete signals
from the left and right FSPMs also control the trim limit select
relays.
Air/ground discrete signals and left and centre hydraulic system
pressure discrete signals are provided to both SAMs.
Both SAMs also receive mach data from both ADCs.
Alternate Electric Trim (OGE OGQ)

These aircraft have electric switches on the pedestal for alternate
electric trim. When both alternate electric trim switches, on the
control stand are moved simultaneously in the same direction, they
directly power the solenoid valves on both STCMs resulting in the
stabilizer movement at full rate of speed.
Stby Manual Trim (EAJ OGD)

These aircraft have manual levers on the pedestal for stby manual
trim. The stby manual trim levers input directly to both STCMs
resulting in the stabilizer movement at full rate of speed.

Two manual electric trim switches on each pilot control wheel send
electric power signals to both SAMs. The switches are moved
simultaneously in the same direction. The electric CONTROL signals
directly power the CONTROL solenoids of both STCMs. The ARM
signals pass through the elevator column cutoff switches, the trim
select relays and the limit switches of the limit switch and position
transmitter modules before powering the ARM solenoids of both
STCMs. The stabilizer moves at full rate.
M00087D0.PST
AIR/GND
LOGIC
4
C
HYD SYS
PRESS
EICAS
COMP
(2)
6
1
FCC
(R)
SAM R
MACH
TRIM
ADC
(R)
8
BRAKE RELEASE
TUC
TDC
TUA
LOGIC CROSSFEED
FIRST
OFFICER
TRIM
SWITCH
CAPTAIN
TRIM
SWITCH
CAPTAINS
CONTROL
COLUMN
CONT
ELECTRIC
ALTERNATE
SWITCHES
TRIM UP LIMIT
FLAPS RETRACTED
FLAPS NOT RETRACTED
ARM
STABILIZER
STABILIZER
TRIM
CONTROL
MODULE (R)
CONTROL
BRAKE RELEASE
PRESSURE
BRAKE
SOV
TRIM
DOWN
LIMIT
TRIM LIMIT
SELECT RELAY
FIRST
OFFICERS
CONTROL
COLUMN
HYDRAULIC
SYSTEM (C)
ELEVATOR FEEL
PRESSURE (C)
ARM
DN
UP
STAB
TRIM LT
TDA
FCC
(C)
DN
UP
UNSCHED
STAB LT
NOSE DWN
MOTOR
NOSE UP
1
4
HYDRAULIC
CUTOUT SWITCHES
STABILIZER
TRIM BALL
SCREW
ASSEMBLY
NOSE UP
MOTOR
NOSE DWN
TRIM LIMIT
SELECT RELAY
ADC
(L)
1
SAM L
FCC
(L)
TDA
MACH
TRIM
TDC - TRIM DOWN CONTROL

TUC - TRIM UP CONTROL
TDA - TRIM DOWN ARM
TUA - TRIM UP ARM
SOV - SHUTOFF VALVE
6
ADC - AIR DATA COMPUTER
EICAS - ENGINE INDICATING
AIR/GND
AND CREW ALERTING
LOGIC
SYSTEM
FCC - FLIGHT CONTROL
COMPUTER
SAM - STABILIZER TRIM AND AILERON
LOCKOUT MODULE
RVDT - ROTARY VARIABLE DISPLACEMENT
TRANSDUCER
FSPM - FLAP/STAB POSITION MODULE
1
FLAPS RETRACTED
FLAPS NOT RETRACTED
LIMIT SWITCH AND POSITION XMTR MODULES
BRAKE RELEASE
PRESSURE
CONTROL
ELEVATOR
FEEL PRESSURE (L)
5
8
SOV
STABILIZER
TRIM
CONTROL
MODULE (L)
TRIM UP LIMIT
TUA
TDC
TUC
BRAKE RELEASE
BRAKE
ARM
TRIM
DOWN
LIMIT
HYDRAULIC
SYSTEM (L)
2
L HYD SYS
PRESSURE
ELECTRICAL
1
SYNCHRO (L)
SYNCHRO (C)
SYNCHRO (R)
NOT USED
FIRST OFFICER
POSITION
INDICATOR (R)
1
RVDT
(L)
RVDT
(C)
RVDT
(R)
FSPM
(L)
FSPM
(C)
FSPM
(R)
MECHANICAL
DATA BUS
HYDRAULIC
CAPTAIN
POSITION
INDICATOR (L)
AND FLIGHT
DATA RECORDER
G62741CP

g62741cp
27.41 HORIZONTAL STABILIZER SUMMARY

(Continued)
Auto Trim
Position Indication
During auto trim operation, the controlling FCC controls one SAM.
The left and right FCCs control the left and right SAMs
respectively while the centre FCC controls whichever SAM is
initialized. The controlling FCC commands its SAM to power the
solenoid valves of its STCM. The stabilizer moves at half rate.
Each synchro in the left and right limit switch and position
transmitter modules drives a black/white tape on the position
indicators on either sides of the P10 control stand, The indicator
scale is graduated in units of stabilizer movement. A green band
indicates the correct range of stabilizer position during takeoff.
In single autotrim operation (one FCC engaged), a manual electric

trim input by the pilot causes the FCC to disengage and allows the
manual electric trim signals to command the stabilizer to move at
full rate.
In multiple autotrim operation (two or three FCCs engaged), the
controlling FCC ignores a manual electric trim input by the pilots
and maintains control.
Mach Trim
During flight with flaps and slats retracted, with no other trim
command no FCC the mach trim circuit of the controlling SAM
commands the stabilizer movement at half rate of speed as a function
of a change of mach number. This enhances the longitudinal stability
of the airplane during speed changes.
Fault Annunciation
Both SAMs annunciate faults by setting fault balls on the face plate
of the modules and initiating a maintenance (M) level message
STAB TRIM on EICAS.
During uncommanded movement of the stabilizer, or movement in
the direction opposite to the one commanded, the caution (B) level
message UNSCHD STAB TRIM appears on EICAS and the
UNSCHED STAB TRIM amber light illuminates on the P5 panel.
If the stabilizer moves at half rate of speed during a manual electric
trim command, the advisory (C) level message STAB TRIM appears
on EICAS and the STAB TRIM amber light illuminates on the P5
panel.
M00087D0.PST
AIR/GND
LOGIC
4
C
HYD SYS
PRESS
EICAS
COMP
(2)
6
1
FCC
(R)
SAM R
MACH
TRIM
ADC
(R)
8
BRAKE RELEASE
TUC
TDC
TUA
LOGIC CROSSFEED
FIRST
OFFICER
TRIM
SWITCH
CAPTAIN
TRIM
SWITCH
CAPTAINS
CONTROL
COLUMN
CONT
ELECTRIC
ALTERNATE
SWITCHES
TRIM UP LIMIT
FLAPS RETRACTED
FLAPS NOT RETRACTED
ARM
STABILIZER
STABILIZER
TRIM
CONTROL
MODULE (R)
CONTROL
BRAKE RELEASE
PRESSURE
BRAKE
SOV
TRIM
DOWN
LIMIT
TRIM LIMIT
SELECT RELAY
FIRST
OFFICERS
CONTROL
COLUMN
HYDRAULIC
SYSTEM (C)
ELEVATOR FEEL
PRESSURE (C)
ARM
DN
UP
STAB
TRIM LT
TDA
FCC
(C)
DN
UP
UNSCHED
STAB LT
NOSE DWN
MOTOR
NOSE UP
1
4
HYDRAULIC
CUTOUT SWITCHES
STABILIZER
TRIM BALL
SCREW
ASSEMBLY
NOSE UP
MOTOR
NOSE DWN
TRIM LIMIT
SELECT RELAY
ADC
(L)
1
SAM L
FCC
(L)
TDA
MACH
TRIM
TDC - TRIM DOWN CONTROL

TUC - TRIM UP CONTROL
TDA - TRIM DOWN ARM
TUA - TRIM UP ARM
SOV - SHUTOFF VALVE
6
ADC - AIR DATA COMPUTER
EICAS - ENGINE INDICATING
AIR/GND
AND CREW ALERTING
LOGIC
SYSTEM
FCC - FLIGHT CONTROL
COMPUTER
SAM - STABILIZER TRIM AND AILERON
LOCKOUT MODULE
RVDT - ROTARY VARIABLE DISPLACEMENT
TRANSDUCER
FSPM - FLAP/STAB POSITION MODULE
1
FLAPS RETRACTED
FLAPS NOT RETRACTED
LIMIT SWITCH AND POSITION XMTR MODULES
BRAKE RELEASE
PRESSURE
CONTROL
ELEVATOR
FEEL PRESSURE (L)
5
8
SOV
STABILIZER
TRIM
CONTROL
MODULE (L)
TRIM UP LIMIT
TUA
TDC
TUC
BRAKE RELEASE
BRAKE
ARM
TRIM
DOWN
LIMIT
HYDRAULIC
SYSTEM (L)
2
L HYD SYS
PRESSURE
ELECTRICAL
1
SYNCHRO (L)
SYNCHRO (C)
SYNCHRO (R)
NOT USED
FIRST OFFICER
POSITION
INDICATOR (R)
1
RVDT
(L)
RVDT
(C)
RVDT
(R)
FSPM
(L)
FSPM
(C)
FSPM
(R)
MECHANICAL
DATA BUS
HYDRAULIC
CAPTAIN
POSITION
INDICATOR (L)
AND FLIGHT
DATA RECORDER
G62741CP

g62741cp
(Continued)
INTENTIONALLY BLANK
ELEVATORS
Table of Contents
Subchapter
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR FEEL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR NEUTRAL SHIFT - 200 AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR POSITION INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ELEVATOR SYSTEM SUMMARY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page
115
127
135
149
155
159
INTENTIONALLY BLANK
INTRODUCTION
g62741cp
27.31 ELEVATORS INTRODUCTION
ELEVATOR CONTROL SYSTEM - INTRODUCTION

General Description
Two Inboard and two outboard elevators are connected by hinges to
the horizontal stabilizer rear spar. The inboard and outboard elevator
on each side are connected together by connecting links and operate
as a single unit. The outboard elevator is permanently rigged faired
with the inboard elevator.
Movement of the elevator provides primary control on the airplane
pitch about the lateral axis. The purpose of the elevator is to make
short term changes in the airplane pitch attitude for climb, descent
and altitude hold. Elevator movement initiates long term trim by the
horizontal stabilizer.
Moving the elevator trailing edge up results in an airplane nose-up
movement. Moving the elevator trailing edge down results in an
airplane nose-down movement.
M0007E1C.PST
ELEVATORS
LATERAL
AXIS
PITCH
CONTROL
62730AAA
ELEVATOR CONTROL SYSTEM - INTRODUCTION

g62730aa
ELEVATOR CONTROL SYSTEM

General Description
The left and right elevators pivot on hinges attached to the horizontal
stabilizer rear spar. Three power control actuators (PCAs) operate
each elevator.
Control
Pilot control is by moving the control columns. Control cables
transfer the input to elevator aft quadrants which command the
PCAs. The PCAs are powered by the three hydraulic systems.
In autopilot mode, the operating FCC electrically commands the
autopilot servos which input to the elevator quadrants and the PCAs.
Control column feel is provided by the feel and centering unit. The
feel at the column is varied as a function of airspeed by the elevator
feel computer.
A stick nudger, commanded by the stall warning computers, moves
the elevators and the control columns to cause a nose down attitude
of the airplane.
M0007E2D.PST
CONTROL
COLUMNS
CONTROL CABLES
CWS
T/X
AUTOPILOT
FLIGHT CONTROL
COMPUTERS
POWER
AUTOPILOT
CONTROL
SERVOS
ACTUATORS
ELEVATOR
PITOT- STATIC
PRESSURE
STABILISER
TRIM
POSITION
NEUTRAL
SHIFT
ELEVATOR
FEEL
COMPUTER
AFT
QUADRANTS
CENTERING
UNIT
OVERRIDE
MECHANISM
STALL
WARNING
COMPUTERS
FEEL AND
ELEVATORS
STICK
NUDGER
767-200 A/C
62730ABA
ELEVATOR CONTROL SYSTEM

g62730ab
FLIGHT COMPARTMENT INDICATIONS

Fault Indication
The only elevator system fault indicated in the flight compartment is
a fault of a feel computer output pressure. This fault is indicated by
an ELEV FEEL message on the status and maintenance pages of
EICAS.
Elevator Position
Elevator positions are shown on the lower left corner of the EICAS
status page.
M00081A9.PST
ELEV FEEL
RUD
AIL
ELEV
AIL
EICAS DISPLAY UNIT (P2)

62730ACA
FLIGHT COMPARTMENT INDICATIONS

g62730ac
ELEVATOR CONTROL SCHEMATIC

General Description
Forward Controls
The two control columns have their torque tubes connected together
by a control column override mechanism. A stick shaker is installed
on each torque tube. The torque tubes output to the tension regulator
quadrants.
Two pairs of cables are connected to the tension regulator quadrants.
The left cables (captains control column) are routed between the
cabin floor beams to the aft fuselage; the right cables (first officers
control column) are routed up in the flight deck bulkhead and then in
the cabin ceiling.
Feel and Centering Unit

A feel and centering unit, pivoted on the aft fuselage structure, is
connected by rods to both aft quadrant torque tubes. The feel and
centering unit contains a dual hydraulic actuator supplied with
variable pressure from the elevator feel computer. A cam roller
spring mechanism and hydraulic pressure provide for centering of the
elevator system. A stick nudger is installed on the feel and centering
unit.
Stall Warning
Dual stick shakers provide stall warning. A stick nudger, on the feel
and centering unit, provides a forward force to the control columns
for stall recovery. The shakers and nudger are controlled by two stall
warning computers.
Aft Controls
Elevator Feel Computer
Aft Quadrants
The left cables are connected to the left aft quadrant (captains) and
the right cables to the right aft quadrant (first officers). The aft
quadrant torque tubes pivot on the airplane structure. They are
located directly aft of the horizontal stabilizer.
The two aft quadrants are interconnected by a rod and an override
mechanism.
Three autopilot servos are mounted on the aft fuselage structure and
input to the two aft quadrants by connecting rods. Two servos input
to the left aft quadrant and one to the right aft quadrant.
A feel computer, installed in the stabilizer compartment, generates

dual hydraulic pressures which vary as a function of airspeed and
stabilizer position. This variable hydraulic pressure is supplied to the
feel cylinder of the feel and centering unit and to the stabilizer trim
control modules (STCM).
Neutral Shift and Override Mechanism 200 Aircraft

A neutral shift and override mechanism is installed on the upper aft
fuselarge structure. A control rod inputs the horizontal stabilizer
position to the mechanism. The mechanism outputs by a connecting
rod to rotate the feel and centering mechanism. The neutral shift
mechanism also contains an override.
M0007E42.PST
FIRST OFFICERS
CONTROL COLUMN
CAPTAINS
CONTROL COLUMN
TENSION
REGULATOR
QUADRANT
(2 PLACES)
CONTROL
COLUMNS
OVERRIDE
MECHANISM
NEUTRAL SHIFT AND

OVERRIDE MECHANISM
OVERRIDE MECHANISM
FEEL AND
CENTERING
UNIT
E2A
E2B
AUTOPILOT PITCH
CONTROL SERVO
(3 PLACES)
HORIZONTAL
STABILIZER
STICK SHAKER
(2 PLACES)
EB0
FEEL
COMPUTER
EA0
SLAVE CABLE
INTERCONNECT
E1A
AFT QUADRANT
INTERCONNECT
ROD
E1B
CENTER LINE OF
STABILIZER REAR
SPAR HINGES
SLAVE CABLE
QUADRANT
(2 PLACES)
LEFT AFT QUADRANT

OUTPUT ARM
CONTROL ROD
AFT QUADRANTS
OVERRIDE
MECHANISM
POSITION
TRANSMITTER
(2 PLACES)
RIGHT AFT QUADRANT

OUTPUT ARM CONTROL ROD
RIGHT AFT QUADRANT

LEFT AFT QUADRANT
LOST MOTION
DEVICE
(2 PLACES)
FWD
POWER CONTROL ACTUATORS (PCAS)

(3 PLACES ON EACH OUTBOARD ELEVATOR)
LEFT INBOARD ELEVATOR
(RIGHT SIDE SIMILAR)
OUTBD
LEFT OUTBOARD ELEVATOR

767-200 AIRPLANES
767-300 AIRPLANES
G62730BK

g62730bk

(Continued)
Override Mechanism 300 Aircraft

An override mechanism is installed on the upper aft fuselage
structure.
Feel force at the control columns are varied by the feel computer as
a function of airspeed and stabilizer position.
The override mechanism allows the elevator system to operate in
case of a jam in the feel and centering mechanism.
Elevator Controls
The aft quadrants output by connecting rods to all three power
control actuators (PCAs) on each outboard elevator.
The slave cable interconnect system provides an alternate means of

controlling both elevators in the event that the linkage is
disconnected between the aft quadrant torque tube and the PCAs on
one elevator.
Slave Cable Interconnect

The movement of the elevators drives a slave cable interconnect
through lost motions and overrides.
Position Transmitters
Position transmitters are connected by cranks and linkages to each
inboard elevator to provide elevator position signals to the EICAS
computers.
Operation
The elevator control system consists of two equal systems working in
parallel. Normally the two systems work together. Howerver in case
one system is jammed, the left control column operates the left
elevator or the right column the right elevator.
In command (CMD) mode of autopilot, the operating FCCs
command the elevator movement and backdrive the control columns.
M0007E42.PST
FIRST OFFICERS
CONTROL COLUMN
CAPTAINS
CONTROL COLUMN
TENSION
REGULATOR
QUADRANT
(2 PLACES)
CONTROL
COLUMNS
OVERRIDE
MECHANISM
NEUTRAL SHIFT AND

OVERRIDE MECHANISM
OVERRIDE MECHANISM
FEEL AND
CENTERING
UNIT
E2A
E2B
AUTOPILOT PITCH
CONTROL SERVO
(3 PLACES)
HORIZONTAL
STABILIZER
STICK SHAKER
(2 PLACES)
EB0
FEEL
COMPUTER
EA0
SLAVE CABLE
INTERCONNECT
E1A
AFT QUADRANT
INTERCONNECT
ROD
E1B
LEFT AFT QUADRANT
OUTPUT ARM
CONTROL ROD
CENTER LINE OF
STABILIZER REAR
SPAR HINGES
SLAVE CABLE
QUADRANT
(2 PLACES)
AFT QUADRANTS
OVERRIDE
MECHANISM
POSITION
TRANSMITTER
(2 PLACES)
RIGHT AFT QUADRANT

RIGHT AFT QUADRANT

LEFT AFT QUADRANT
LOST MOTION
DEVICE
(2 PLACES)
FWD
POWER CONTROL ACTUATORS (PCAS)

(3 PLACES ON EACH OUTBOARD ELEVATOR)
LEFT INBOARD ELEVATOR
OUTBD
LEFT OUTBOARD ELEVATOR

767-200 AIRPLANES
767-300 AIRPLANES
G62730BK

g62730bk
(Continued)
INTENTIONALLY BLANK
ELEVATOR SYSTEM COMPONENTS
g62730bk
27.31 ELEVATORS ELEVATOR SYSTEM COMPONENTS
CONTROL COLUMN ASSEMBLY

Torque Tubes and Tension Regulator Quadrant
Details
The two control columns are mounted on torque tubes which pivot
on the airplane structure. The two torque tubes are interconnected by
an override mechanism.
A stick shaker is mounted on each torque tube. The stick shakers are
controlled by the stall warning computers.
The movement of each torque tube is transmitted by a crank
connected to the tension regulator quadrant by a connecting rod.
M0007E8F.PST
F/OS
CONTROL
COLUMN
CAPTS
CONTROL
COLUMN
RIG PIN NO. 1
(INSERTED FROM
BOTTOM)
FLIGHT COMPARTMENT
FLOOR LINE (REF)
HINGE
RIG PIN
NO. 2
CAPTAINS
TORQUE TUBE
TENSION SCALE
STICK
SHAKER
FIRST OFFICERS
TORQUE TUBE
TENSION
REGULATOR (2)
COLUMN
PIVOT
COMPRESSION
SPRINGS (2)
COLUMN
PIVOT
COLUMN OVERRIDE
SPRINGS (25 LB/CW)
OUTPUT
CRANK
CAM
(FIRST OFFICERS
COLUMN)
FWD
FWD
TYPICAL COLUMN - SIDE VIEW
___________________________
ROLLER
(CAPTS COLUMN)
COLUMN OVERRIDE
__________________
62730BCA
CONTROL COLUMN ASSEMBLY

g62730bc
ELEVATOR AFT QUADRANT COMPONENTS

Elevator Aft Quadrants
Feel and Centering Unit
The elevator cables are connected to two elevator aft quadrants

located directly aft of the horizontal stabilizer. Access to the aft
quadrant components is by opening the service access door aft of the
horizontal stabilizer compartment.
The feel unit is mounted on the aft side of the bulkhead aft of the
stabilizer. The feel unit transmits hydraulic and mechanical feel
forces through cranks and adjustable pushrods to the elevator aft
quadrants. The feel unit is supported by a single pivot on the
bulkhead, and is restrained from rotation by the pushrod attached to
the neutral shift and override mechanism (-200 aircraft) or override
mechanism (-300 aircraft). Access to the feel unit is through the
lower service door aft of the horizontal stabilizer.
CAUTION
Do not stand on the service access door as it could
release from the weight applied.
The aft quadrants are supported by offset pivot bearings at the top
and bottom of the quadrants. The aft quadrants are mounted on two
offset torque tubes which pivot on airplane structure. The two torque
tubes are interconnected by a connecting rod with an override
mechanism. Two torque tubes are connected to a feel and centering
unit. The torque tubes output to the power control actuators (PCAs)
by cranks and rods.

The elevator feel computer meters the variable hydraulic feel
pressure as a function of airspeed and stabilizer position.
Stick Nudger
A stick nudger, installed on the feel and centering mechanism,
provides an airplane nose-down command to the elevator when the
stall warning computers signal the approach of a stall.
Autopilot Servos
Three autopilot servos input to the torque tubes by connecting rods.
There are two upper extensions on the torque tubes with rig pin
holes in them that align with rig pin holes in aicraft structure when
elevators are in the neutral positon.
M0007ED5.PST
NEUTRAL SHIFT AND
OVERRIDE MECHANISM
AUTOPILOT
SERVO
ACTUATOR
AUTOPILOT
SERVO
ACTUATOR
SEE A
1
AFT QUADRANT
INTERCONNECT
ROD
STICK NUDGER
UPPER FEEL UNIT ARM
(LOWER FEEL UNIT ARM
IDENTICAL, NOT SHOWN)
RIGHT AFT QUADRANT

CONTROL
RODS
FEEL
UNIT
FEEL
ACTUATOR
HYDRAULIC
LINES TO
FEEL
COMPUTER
RIGHT AFT
QUADRANT
LEFT AFT
QUADRANT
767-200 AIRPLANES
767-300 AIRPLANES
LEFT AFT
QUADRANT
OUTPUT ARM
CONTROL ROD
AFT QUADRANT
MASS BALANCE
AUTOPILOT SERVO
ACTUATOR
A
AFT QUADRANT
MASS BALANCE
G62731AA
ELEVATOR AFT QUADRANT COMPONENTS

g62731aa
ELEVATOR AUTOPILOT SERVO ACTUATOR

Autopilot and Control Wheel Steering
Autopilot servo actuators are engaged when pilot selects either
autopilot command mode or Control Wheel Steering (CWS) mode.
Autopilot servos input elevator commands to control pitch attitude in
response to commands from autopilot computer.
CWS is not applicable in command mode.
In commands mode, autopilot servo actuators can be overridden by
pilots manually with (Fs) = 20 pounds per autopilot servo actuator
engaged.
This condition can occur due to:

Overriding manual (30lbs force/channel).
Other overriding autopilot forces when in multi-channel operation.
Mechanical jamming of output links.
Servo Engage
When the autopilot is engaged the Flight Control Computer (FCC)
sends an elevator hydraulic arm discrete (dc) to servo valve #1
(SV1).
The FCC send commands to the EHSV to synchronise the actuator
piston (autopilot LVDT) with the output crank (output LVDT).
CWS mode is selected by the pilot.

In CWS mode, force on the control column generates electrical
signals in force transducers.
When synchronised (engage requirements met) the FCC provides a

discrete (dc) to engage the detent pistons. Solenoid valve #2 (SV2).
The detent pistons clamp the internal crank to the actuator piston.
Autopilot responds to force transducer signals when force on control

column is 4 pounds or greater.
Autopilot command to EHSV for elevator movement.
In CWS mode, autopilot will hold any altitude established by pilots

through control column deflection and force transducer signals,
within limits of plus or minus 20 pitch.
NOTE: Autopilot backdrives the control column.

Camout
If the autopilot LVDT to the output LVDT do not agree when
autopilot is engaged, the FCC will recognise a CAMOUT.
M0007EFB.PST
SOLENOID VALVE 2
ELECTRICAL
CONNECTOR
ELECTRO-HYDRAULIC
SERVO VALVE (EHSV)
AUTOPILOT LVDT
SOLENOID VALVE 1
FILTER
COVER
POWER OUTPUT
TO ELEVATOR
CONTROL LINKAGE
ELECTRICAL
CONNECTOR
OUTPUT LVDT
SOLENOID
VALVE NO. 2
(SV2)
PRESSURE
REGULATOR
HYDRAULIC
RETURN PORT
ELECTRO-HYDRAULIC
SERVO VALVE (EHSV)
HYDRAULIC
PRESSURE
PORT
FILTER
R C1C2 P
C R P
SOLENOID
VALVE NO. 1
(SV1)
P
C
R
P
R
C
ORIFICE
ROLLER
P R
INTERNAL
CRANK
AUTOPILOT LVDT
RELIEF
VALVE
DETENT
PISTON
DETENT
PISTON
DISENGAGE
SPRINGS
OUTPUT LVDT
ACTUATOR PISTON
CENTERING SPRING
ACTUATOR
PISTON
OUTPUT CRANK
TO ELEVATOR POWER
CONTROL ACTUATORS
62212AOA
ELEVATOR AUTOPILOT SERVO ACTUATOR

g62212ao
INTENTIONALLY BLANK
ELEVATOR FEEL SYSTEM
g62212ao
27.31 ELEVATORS ELEVATOR FEEL SYSTEM
FEEL AND CENTERING UNIT

General Description
Hydraulic Feel
The feel and centering unit is mounted on a pivot support attached to

the aft bulkhead of the stabilizer compartment. The feel and
centering unit is connected to the two aft quadrant torque tubes by
connecting rods. The feel and centering unit consists of linkages,
springs, a hydraulic feel actuator, a cam, roller and spring to provide
column feel forces and system centering.
Movements of the upper and lower input cranks are transmitted by

ties and links to levers connected to the feel actuator. Any input
command to the elevator system by the columns or autopilot servos
results in both levers pulling on the actuator rod ends.
The connecting rod from the right aft quadrant torque tube (first
officers) connects to a input crank on the lower side of the feel and
centering unit; the rod from the left torque tube (captains) connects
to the input crank on the upper side of the unit.
The feel actuator consists of two hydraulic cylinders connected end

to end. The actuator body is free floating and is supported by the
piston rods attached to the levers. Hydraulic pressure in the feel
actuator provides the column feel force. A bias spring offsets 17
percent of the hydraulic feel force at low airspeed (take off).
The feel and centering units are connected to the override mechanism
by a rod.
Mechanical Feel and Centering

Centering is by a cam-roller type mechanism. The Cam is on the
lower input crank, and the roller is supported by an arm pivoted on
the feel and centering unit and held on the cam by a feel spring.
Anytime the right aft quadrant rotates, the lower input crank
movement forces the roller out of the cam detent against the spring.
This results in a column mechanical feel force which varies from
approximately 5 lb at breakout to 22 lb at maximum column
movement. The spring returns the elevator system to its neutral
position when the input command is removed.
M0007F2B.PST
AFT QUADRANT
TORQUE TUBES
OVERRIDE
MECHANISM
UP
STICK
NUDGER
FWD
CONTROLS
ACCESS DOOR
OUTPUT SHAFT
ASSEMBLY (2)
PIVOT
SUPPORT
FEEL AND
CENTERING
UNIT
UP
TIE (4)
BIAS SPRING
LINK (2)
FWD
FEEL
ACTUATOR
CAM
STOP (2)
CAM FOLLOWER
LOWER
INPUT CRANK
MECHANICAL
FEEL
SPRING
LOWER
INPUT
CRANK
LEVER (2)
BOTTOM VIEW
_____________
TOP VIEW
_________
UPPER
INPUT
CRANK
FEEL ACTUATOR
62730AHA
FEEL AND CENTERING UNIT

g62730ah
STICK NUDGER
General Description
The stick nudger consists of an electric actuator, crank assembly and
spring mounted on the upper face of the feel and centering unit. The
electric actuator is pivot mounted on the feel unit and rotates a crank
assembly which then pulls on the stick nudger spring. The spring is
attached to the upper (captain) input crank of the feel unit.
The stick nudger actuator consists of a 28 volts dc electric motor
which extends and retracts a rod. Switches internal to the actuator
cutout electric power at the end of the stroke.
Operation
During normal operation, the nudger actuator is retracted. The centre
line of the crank assembly left end coincides with the pivot of the
upper input crank. Elevator command inputs are not affected by the
stick nudger.
During flight with flaps and slats retracted, a stall warning from both
stall warning computers results in commanding the actuator to
extend. As the actuator extends, the rotation of the crank assembly
pulls on the nudger spring and rotates the upper input crank. If the
pilot does not restrain the movement of the column, the stick nudger
applies an airplane nose-down command to the elevator. If the pilot
restrains the movement of the column, the stick nudger spring is
stretched further as the nudger actuator extends.
When the stall warning stops, the nudger actuator is commanded to
retract and repositions the crank assembly.
M0007FF1.PST
CRANK
ASSEMBLY
STICK NUDGER
SPRING
PIVOT POINTS ALIGNED

FEEL AND
CENTERING
UNIT
UPPER
INPUT CRANK
CRANK
ASSEMBLY
STICK NUDGER
ACTUATOR
ACTUATOR RETRACTED
STICK NUDGER
ACTUATOR
STICK NUDGER
SPRING
PIVOT POINTS
NOT ALIGNED
UPPER
INPUT CRANK
NOSE DOWN INPUT

ACTUATOR EXTENDED
62730ARA
STICK NUDGER
g62730ar
ELEVATOR FEEL COMPUTER

General Description
The elevator feel computer generates two variable hydraulic
pressures based on pitot pressure and horizontal stabilizer position.
The variable pressures provide feel forces at the elevator columns
and operate the rate control valve of the stabilizer trim control
modules (STCM).
The two halves of the feel unit use left and centre hydraulics
respectfully and act as redundant pairs.
The elevator feel computer is located on the left side of the stabilizer
compartment accessed by opening the service access door.
Operation
The elevator feel computer is a dual hydro-pneumatic unit which
receives airspeed signal from two pitot pressure lines. The stabilizer
position is transmitted to the feel computer by a rod connected to the
stabilizer.
Hydraulic feel pressure increases with an increase in airspeed and
nose down trim. At the feel unit, the pilot feels the effect of the
higher pressure only. The feel force is unaffected if one computer is
inoperative.
A bias spring biases the stabilizer input crank towards the airplane
nose-down position. If the stabilizer input rod fails, the feel pressures
can then vary to the full range of pitot pressure changes.
M0007F70.PST
STABILIZER
TRIM
INPUT
ROD
SERVICE
ACCESS DOOR
RIG PIN
HOLE
NO. 11
ELEVATOR
FEEL
COMPUTER
DIMENSION A
PITOT
PRESSURE
LINES(2)
BIAS
STABILIZER
HYDRAULIC FEEL
PRESSURE LINES
UP
INBD
BIAS
SPRING
FWD
FWD
G62730AK
ELEVATOR FEEL COMPUTER

g62730ak
ELEVATOR FEEL COMPUTER - (PHOTOGRAPH)

Location
The photograph shows the feel computer mounted on the aft face of
the aft stabilizer bulkhead.
M0007F91.PST
ELEVATOR FEEL COMPUTER - (PHOTOGRAPH)

g62730al
ELEVATOR FEEL FORCE SYSTEM

The dual hydro-pneumatic unit comprises two identical sections. One
receives left hydraulic system pressure while the other receives
centre hydraulic system pressure.
The computer is a dual system to provide redundant feel pressures to
the feel unit. The system limits the autopilot authority.
Operation
A metering valve in each computer half meters hydraulic system
pressure as a function of airspeed. Pitot dynamic (Q) pressure moves
a bellows and forces the metering valve to move against a preloaded
spring. The output feel pressure is ported to a feedback chamber, at
the other end of the metering valve, to balance the bellows input
force. The output feel pressures are sent to the feel actuator on the
feel and centering unit and to the rate control valves on the two
stabilizer trim control modules (STCM).
Pitot pressure on the computer bellows opposes static air pressure on
the opposite side. The difference pressure is applied to the metering
valve. Auxiliary pitot 1 and 2 is used for all Aircraft. B767200
Aircraft use local static and B767300 Aircraft use auxiliary static 1
and 2.
When airspeed changes, the changing bellows input force results in a
corresponding change in the output feel pressures to the feel actuator
of the feel and centering unit. When an elevator input command is
made, the pistons of the feel actuator move outwards. The hydraulic
feedback pressure increases causing the feel computer metering

valves to move and allow displaced fluid into the hydraulic return
line while maintaining the feel pressure constant.
The force required to allow the hydraulic fluid to flow back through
the feel computer determines the hydraulic feel force.
Components
Cam: A cam positioned by the horizontal stabilizer movement
compresses a spring which limits the movement of the bellows
and the metering valve. As the stabilizer moves to trim the
airplane nose-up, maximum output feel pressures are gradually
limited to a lower value.
Relief valve: A relief valve is provided in each half of the feel
computer to limit feel pressures to 160 percent of normal output
pressures.
Check valve: A check valve in the return lines prevents system
return line pressure fluctuations from affecting the feel pressure.
A pressure relief valve: A pressure relief valve in the return line
from each computer half maintains 40 to 60 psi in the return lines
to prevent an erroneously high feel pressure in the event of the
loss of pneumatic pressurization of the left or center resevoir.
Differential pressure switches: The output pressure from each
computer half is monitored by two differential pressure switches.
When one output feel pressure differs from the other by 25
percent or more for more than 30 seconds with both hydraulic
systems pressurised, the ELEV FEEL message appears on the
status and maintenance pages of EICAS. This message is latched
in the air mode in the EICAS memory.The airplane cannot be
dispatched with the ELEV FEEL status and maintenance message
appearing on EICAS.With both hydraulic systems pressurised,
closing the tail flight control shut off valve on the left or centre
system triggers the annunciation after 30 seconds.
M0007F9E.PST
.
1
CONNECTIONS ON THIS SCHEMATIC
CONNECTIONS TO STABILIZER TRIM

CONTROL MODULE (STCM)
STABILIZER
UP
INBD
FWD
(FWD STABILIZER COMPARTMENT)

M950 ELEVATOR
FEEL COMPUTER
FLIGHT CONTROLS
HYD DISTR L
PITOT SYSTEM
PITOT PRESS.
FLIGHT CONTROLS
HYD DISTR CTR
PITOT SYSTEM
INPUT SPRING
ARM
ELEV FEEL
BELLOWS
BELLOWS
RETURN LINE
RELIEF VALVE
40 TO 60 PSI
RUD
STOP
ARM
RELIEF
VALVE
STATIC
SOURCE
APL
NOSE UP
AIL ELEV AIL
RELIEF
VALVE
APL
NOSE UP
STATIC
SOURCE
METERING VALVE
EICAS DISPLAY (P2)

(STATUS AND
MAINTENANCE PAGES)
PRESS DIFF
L, C, HYD SYS
PRESS. 30 SEC TD
L EICAS COMPUTER
(E8)
PRESS DIFF
L, C, HYD SYS
PRESS. 30 SEC TD
LEGEND
PRESSURE
CENTERING
SPRING
R EICAS COMPUTER
(E8)
F/O
INPUT
S2
BIAS
SPRING
S1
D432
1
NC 5
2
CAPT
INPUT
M950 ELEVATOR FEEL COMPUTER

METERED
PRESSURE
2
TIES &
LINKS
FEEL
ACTUATOR
RETURN
ELEV FEEL & CENTERING UNIT

(AFT QUANDRANT)
G62730AM

g62730am

(Continued)
Components (Continued)
Feel pressures: The output feel pressures can vary from 175 psi to
1150 psi above return line pressure at airspeeds from 0 to about
350 knots with the horizontal stabilizer in the neutral position.
Elevator Feel and Centering Unit

The column feel forces are the total of the forces generated by the
centering spring and the hydraulic feel actuator of the feel and
centering unit. Because of the geometry of the links and ties of the
feel and centering unit, the hydraulic feel force is always zero with
the column at neutral.
The centering spring provides a mechanical feel force at the column
of 5 lb at breakout to 22 lb at maximum column movement.
The feel actuator provides a hydraulic feel force at the column of
about 20 lb at take off speed (about 140 knots) to about 80 lb at 350
knots.
Because of the bias spring in the feel and centering unit, the column
feel force at low airspeed is almost entirely due to the centering
spring.
If there is a difference between the two output feel pressures, the
actuator casing translates towards the high pressure side until the
piston on the low pressure side bottoms out. The higher the of the
two output feel pressures develops the hydraulic feel force at the
column. Loss of one hydraulic system has no effect on the feel force.
(redundant halves)
M0007F9E.PST
.
1
CONNECTIONS ON THIS SCHEMATIC
CONNECTIONS TO STABILIZER TRIM

CONTROL MODULE (STCM)
STABILIZER
UP
INBD
FWD

M950 ELEVATOR
FEEL COMPUTER
FLIGHT CONTROLS
HYD DISTR L
PITOT SYSTEM
PITOT PRESS.
FLIGHT CONTROLS
HYD DISTR CTR
PITOT SYSTEM
INPUT SPRING
ARM
ELEV FEEL
BELLOWS
BELLOWS
RETURN LINE
RELIEF VALVE
40 TO 60 PSI
RUD
STOP
ARM
RELIEF
VALVE
STATIC
SOURCE
APL
NOSE UP
AIL ELEV AIL
RELIEF
VALVE
APL
NOSE UP
STATIC
SOURCE
METERING VALVE
EICAS DISPLAY (P2)

(STATUS AND
MAINTENANCE PAGES)
PRESS DIFF
L, C, HYD SYS
PRESS. 30 SEC TD
L EICAS COMPUTER
(E8)
PRESS DIFF
L, C, HYD SYS
PRESS. 30 SEC TD
LEGEND
PRESSURE
CENTERING
SPRING
R EICAS COMPUTER
(E8)
F/O
INPUT
BIAS
SPRING
S1
S2
D432
1
NC 5
2
CAPT
INPUT
M950 ELEVATOR FEEL COMPUTER

METERED
PRESSURE
2
TIES &
LINKS
FEEL
ACTUATOR
RETURN
ELEV FEEL & CENTERING UNIT

(AFT QUANDRANT)
G62730AM

g62730am
(Continued)
INTENTIONALLY BLANK
ELEVATOR NEUTRAL SHIFT - 200 AIRCRAFT
g62730am
27.31 ELEVATORS ELEVATOR NEUTRAL SHIFT - 200 AIRCRAFT
NEUTRAL SHIFT LINKAGE

General Description
The neutral shift linkage senses the position of the horizontal
stabilizer and inputs a command to the elevator system to move the
elevator up when the stabilizer reaches high values of airplane
nose-up trim. A linkage is located on the forward face of the aft
bulkhead of the stabilizer compartment.
Operation
The neutral shift linkage comprises a spring carrier assembly pivoted
on a bracket of the stabilizer compartment structure. The movement
of the carrier assembly is inhibited by grounding springs and a
grounding stop when the stabiliser position is between 0 and 8.5
units. A crank assembly pivoted on the carrier assembly is connected
to the horizontal stabilizer by a link. When the stabilizer position
reaches 8.5 to 14.8 Units, the crank assembly contacts the tube stop
and forces the carrier assembly to rotate. This rotation is then
transmitted by the cam lever assembly and the connecting rod to
rotate the feel and centering unit.
Override Mechanism
The neutral shift linkage also includes an override mechanism. The
override cam is part of the cam lever assembly. The roller is
mounted on the follower arm assembly pivoted on the spring carrier
assembly. Three springs keep the roller on the cam surface.
M0007FD0.PST
AFT QUADRANT
TORQUE TUBES
OVERRIDE
MECHANISM
HORIZONTAL
STABILIZER
CONTROLS
ACCESS DOOR
UP
NEUTRAL SHIFT GROUNDING
FWD
FEEL
ACTUATOR
SPRINGS (2) F S = 160 LBS

CAM
FOLLOWER ARM ASSY
NEUTRAL SHIFT OVERRIDE SPRINGS (3)
ROLLER
FS = 80 LBS
GROUND STOP
CRANK ASSY
CAM LEVER ASSY
TUBE STOP
(CONTACTED AT 8.4 UNITS)
STABILIZER PUSHROD
SPRING CARRIER
ASSY
G62730BH
NEUTRAL SHIFT LINKAGE

g62730bh
27.31 ELEVATORS ELEVATOR NEUTRAL SHIFT - 200 AIRCRAFT
ELEVATOR NEUTRAL SHIFT

Operation
When the stabilizer position is between 0 and 8.5 units of trim,
the neutral shift linkage has no input to the elevator. The neutral
point of the elevator is faired to the horizontal stabilizer.
At 8.5 units the column aft cutout switches are swapped to the
3.0 to 3.5 switches.
When the stabilizer position is between 8.5 and 14.8 units of trim,
the neutral shift linkage rotates the feel and centering unit
resulting in an input command to move the elevator up. Starting
with the faired position at 8.5 Units, the neutral point of the
elevator moves up gradually to a maximum of 5.7 reached at
14.8 units of trim.
If there is a jam in the feel and centering unit, the pilot can
control the elevator with a break-out at the override mechanism,
with a force of 80lb at the control column.
M0007FDB.PST
CAPTAINS
CONTROL
COLUMN
F/O
CONTROL
COLUMN
FWD
FWD
INBD
COLUMN FWD
>2.2 TO 2.7
COLUMN AFT >3.0 TO 3.5
INBOARD ELEVATOR POSITION (UNITS)
ELEV TE DOWN
LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULE (3)
COLUMN AFT >2.0 TO 2.5
ELEVATOR NEUTRAL SHIFT SCHEDULE

0
1
2
+2
-2
-4
-6
-8
-10
-12
10
12
14
3
4
5
(DEGREES)
STAB POSITION
(UNITS)
8-4
T/O GREEN BAND

ELECTRICAL LIMITS
MECHANICAL LIMITS
ELEV TE UP
G62730AP
ELEVATOR NEUTRAL SHIFT

g62730ap
INTENTIONALLY BLANK
ELEVATOR POSITION INDICATION
g62730ap
27.38 ELEVATORS ELEVATOR POSITION INDICATION
ELEVATOR POSITION TRANSMITTER

General Description
The elevator position transmitter is a synchro transmitter. The
transmitter consists of a stator, rotor, housing assembly, and a shaft
assembly.
either an external power supply or the airplane electrical power. Rig

pins are installed in the bellcranks of the middle power control
actuators (PCA) and left, right and centre hydraulic systems powered.
The transmitter can also be adjusted by centering the pointer on the
status page.
The left and right transmitters are mounted on the inboard aft face of
the horizontal stabilizer rear spar near the fuselage, one each side of
the airplane. The transmitters are mechanically connected to the
respective elevator panels via an adjustable control rod. The
transmitters are powered by seperate 28 volt ac Buss, and supply a
signal to the EICAS computers, to display the elevator position
pointers on the status page.
Transmitter Failure
If a transmitter fails, its position pointer is not shown on the status
page. The elevator operation must be visually checked for each
dispatch of the airplane. Full elevator movement on the ground
should move the pointer to or past the up or down mark on the status
page.
Transmitter Replacement
The replacement procedure of the elevator position transmitters is the
same as the ailerons transmitters. The transmitter is installed with the
stabilizer set at 2 units (neutral) and the elevator faired. For fine
adjustment, the transmitter is adjusted to obtain a signal of less than
50 millivolts by the null adjusting sleeve on the control rod. This is
done using a digital voltmeter and breakout box equipment, and
M00081B6.PST
ELEV POSN IND

STABILIZER
28V AC
C4101
L BUS
TRANSMITTER
CONTROL ROD
CX
NC
L EICAS COMPUTER
(E8)
ELEV
HINGE
LINE
M517 L ELEV
POSN XMTR
28V AC
R BUS C4102
ELEV POSN
TRANSMITTER
(2)
NC
P11-1 CRT BRKR PNL
CX
R EICAS COMPUTER
(E8)
FWD
M518 R ELEV
POSN XMTR
INBD
RUD
AIL
ELEV
AIL
LOWER EICAS DISPLAY (P2) (STATUS PAGE)
62738AAA
ELEVATOR POSITION TRANSMITTER

g62738aa
INTENTIONALLY BLANK
ELEVATOR SYSTEM SUMMARY
g62738aa
27.31 ELEVATORS ELEVATOR SYSTEM SUMMARY
ELEVATOR SCHEMATIC
General Description
The elevator control system is commanded by fore and aft movement
of either control column, autopilot servos and stick nudger.
The system has two redundant paths, one on the left side and one on
the right side of the airplane. Each path commands its own elevator
power control actuators (PCA). The two paths can be separated in
case of a jam by overrides at the column torque tubes and at the aft
quadrants. Movement of the column is transferred to a cable tension
regulator quadrant.
Cables connect the forward quadrants to the aft quadrants. The aft
quadrants are mounted on their own offset torque tubes. These torque
tubes are interconnected through an override and an asymmetry
limiter.
On the 200 aircraft the neutral shift linkage, mounted on the

stabilizer compartment aft bulkhead, commands, through the feel
and centering unit, the elevator to move up gradually in response
to stabilizer movement. An override on the neutral shift linkage
allows the elevator system to operate in case of a jam in the feel
and centering unit.
The three PCAs on each side are commanded by the input
control rod positioned by the aft quadrant torque tubes. They are
powered by a separate hydraulic system.
The slave cable interconnect mechanism receives input from the
elevator movement through a lost motion device and two
overrides. The mechanism allows the elevator on one side to be
commanded by the other in case of a lost connection downstream
of the aft quadrant torque tube.
Elevator movement is displayed on the EICAS status page
responding to position transmitter input.
Elevator components are as follows:

A stick shaker is mounted on each torque tube for stall warning.
Three autopilot servos are connected to the torque tubes by
connecting rods.
A feel and centering unit, mounted on the stabilizer compartment
aft bulkhead, provides feel and centering to the elevator system.
The feel and centering is by spring and a dual hydraulic actuator.
The stick nudger, mounted on the feel and centering unit, is
commanded by the stall warning system to move the elevator
down.
An override, mounted on the stabilizer compartment aft bulkhead,
allows the elevator system to operate in case of a jam in the feel
and centering unit.
The feel computer, in the stabilizer compartment, varies the feel
actuator hydraulic pressures as a function of airspeed.
M000807C.PST
F/O CONTROL WHEEL
F/O CONTROL
COLUMN
CAPTAINS CONTROL WHEEL
E-2
CAPTAINS CONTROL
COLUMN
TS14 R ELEV
CONT FORCE XDCR
CONTROL COLUMN
OVERRIDE MECH
TORQUE TUBE
M952 RIGHT STICK SHAKER
E-1
AILERONS
CABLE TENSION
REGULATOR
QUADRANT (2 PLS)
M240 LEFT
STICK SHAKER
STA 1005
AILERONS
TS15 L ELEV CONT
FORCE XDCR
COLUMN POSITION
SWITCHS (TYP)
CONTROL COLUMN
ASSEMBLY
M272 C ELEVATOR
AUTOPILOT SERVO
STA 980
STA 1757
E1A-1
STA 709
STA 1777
E1A-2
E1B-1
M273 R ELEVATOR
AUTOPILOT SERVO
E2A-3
E-4
STA 1767
ADJ
E2B-3
STA 687
E-3
E1B-2
UP
FWD
E1A-3
STA 1780
FROM OVERRIDE
MECH
ADJ
E1B-3
ADJ
TO RIGHT
ELEVATORS
ADJ
ADJ
OUTBD
ELEVATOR FEEL
AND CENTERING
UNIT
FEEL
ACTUATOR
M271 L ELEVATOR
AUTOPILOT SERVO
OVERRIDE MECHANISM
M1139 LINEAR
ACUATOR
ADJ
NOTES:
1. DIRECTIONAL ARROWS ADJACENT TO LINKAGES
AND CABLES INDICATE AIRPLANE NOSE DOWN
E-X TYPICAL RIG PIN LOCATION
TO LEFT
ELEVATORS
AFT QUADRANT
TORQUE TUBES
62730AZA
ELEVATOR SCHEMATIC
g62730ba
27.31 ELEVATORS ELEVATOR SYSTEM SUMMARY
ELEVATOR SCHEMATIC
(Continued)
M000807C.PST
605-M24550
FLIGHT CONTROLS
HYD DISTR (C)
ELEVATOR HINGE
FLIGHT CONTROLS
HYD DISTR (L)
FLIGHT CONTROLS
HYD DISTR (R)
STABILIZER
ATTACHMENT
R
P
INTERNALS
SAME AS
R INBD ACTR
ADJ
ELEVATOR
ATTACHMENT
UP
FWD
M518 SHOWN,
M517 OPPOSITE.
P
R
INTERNALS
SAME AS
R INBD ACTR
L INBD PWR CONT ACTR
R
P
INTERNALS
SAME AS
R INBD ACTR
R CTR PWR CONT ACTR L OUTBD PWR CONT ACTR
L CTR PWR CONT ACTR
UP
DOWN
R
P
INTERNALS
SAME AS
R INBD ACTR
P
R
INTERNALS
SAME AS
R INBD ACTR
R OUTBD PWR CONT ACTR
REAR SPAR
HORIZONTAL
STABILIZER
NULL
OUTBD
(TYP 6 PLS)
TO
R CTR
& R OUTBD
PWR CONT
ACTRS
OVERTRAVEL LIMITER
FROM R AFT
QUADRANT
CONTROL INPUT
ACTUATOR OUTPUT
ELEVATOR HINGE
FROM R AFT
QUADRANT
R
C L ELEVATOR HINGE
PCA INPUT
OVERRIDE
(POGO)
P
R INBD PWR CONT ACTR
REAR SPAR
HORIZONTAL
STABILIZER
INBD ELEVATOR
REACTION
LINK
POWER CONTROL
ACTUATOR
(R INBD SHOWN,
OTHERS SIMILAR.)
ADJ
TO L ELEV
SLAVE
MECHANISM
QUADRANT
BODY CONTOUR
EB0-1
EA0-1
RBL 24
EB0-2
BL 0
TO SLAVE
QUADRANT
FROM PCA
PCA SUMMING ARM
R E-8
L E-7
LOST MOTION DEVICE

ELEVATOR/ SLAVE CABLES
OVERRIDE
EA0-2
OUTBD ELEVATOR
INBD ELEVATOR
ADJ
R INBD PWR
CONT ACTR
ADJ
R CTR PWR
RIGHT ELEVATORS SHOWN,
LEFT ELEVATORS SIMILAR,
BUT OPPOSITE.
FWD
INTERCONNECT LINK
(4 PLS)
PRESSURE
RETURN
UP
CONT ACTR
OUTBD ELEVATOR
OUTBD
R E-6
TO ELEVATOR
L E-5
R OUTBD PWR
CONT ACTR
LOST MOTION ASSY
SLAVE LINKAGE
(RIGHT SHOWN, LEFT SIMILAR)
OUTBD
E-10 R
E-9 L
62730BAA
ELEVATOR SCHEMATIC
g62730ba
(Continued)
INTENTIONALLY BLANK
RUDDER
Table of Contents
Subchapter
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER FEEL, CENTERING AND TRIM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER RATIO CHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
YAW DAMPING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER POSITION INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RUDDER SYSTEM OPERATION SUMMARY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Page
167
181
187
205
223
227
231
INTENTIONALLY BLANK
INTRODUCTION
g62730ba
27.21 RUDDER INTRODUCTION
RUDDER CONTROL SYSTEM

General Description
A single rudder on the aft spar of the vertical stabilizer provides yaw
control about the vertical axis of the airplane. While the vertical
stabilizer is the primary source of airplane directional stability, the
rudder must also provide adequate directional control to coordinate
turns, create sideslip, balance unsymmetrical engine thrust and enable
landing during runway crosswind conditions.
High engine thrust capabilities require a large rudder for directional
control during engine failure on takeoff. Due to increased rudder
effectiveness at high speed, rudder authority is reduced as speed
increases to prevent structural damage.
M000798B.PST
VERTICAL
AXIS
RUDDER
YAW
VERTICAL
STABILIZER
62720AAA
RUDDER CONTROL SYSTEM

g62720aa
RUDDER SYSTEM BLOCK DIAGRAM

System Description
Movement of the rudder pedals is transferred by rods to forward
quadrants connected to a pair of cables. The cables drive the aft
quadrant. autopilot servos and a rudder trim actuator also provide
control inputs to the aft quadrant.
Autopilot servos and a rudder trim actuator also provide control
inputs to the aft quadrant.
Rudder control authority is varied from approximately 26 degrees to
2 degrees by the ratio changer mechanism. rudder ratio changer
modules (RRCM) control the ratio changer actuator. A summing
mechanism combines control inputs from the aft quadrant and the
yaw damper servos. The servos are controlled by yaw damper
modules (YDM).
The rudder is moved by three actuators, each powered by a separate
hydraulic system. A position transmitter signals rudder position.
M000795C.PST
PCA
F/O
PEDALS
A/P SERVOS
RODS
FWD
QUAD
CAPT
PEDALS
PCA
RODS
CABLES
AFT
QUAD
RODS
RATIO
CHANGER
MECH
RODS
YAW
SUMMING
MECH
PCA
RODS
TRIM ACT
ACTUATOR
SERVOS
RATIO
CHANGER
MODULES
YAW
DAMPER
MODULES
POS XMTR
62720ABA
RUDDER SYSTEM BLOCK DIAGRAM

g62720ab
RUDDER SYSTEM
Forward Controls
Yaw Summing Mechanism
Two sets of interconnected rudder pedals connect to a pair of

forward quadrants by control rods. Dual control cables connect the
forward quadrants to an aft quadrant assembly in the vertical
stabilizer.
Primary and secondary control rods connect aft quadrant assembly

inputs to the yaw damper summing mechanism. In addition to aft
quadrant assembly inputs, the yaw damper summing mechanism also
receives inputs from two yaw damper servos.
Aft Quadrant
In addition to the rudder pedals, the aft quadrant assembly can be
operated by three directional roll out autopilot servos or an electric
trim actuator. The trim actuator inputs through a feel, centering and
trim mechanism mounted on the aft quadrant. The feel, centering and
trim mechanism also provides a feel force to the pedals and centers
the rudder control system when the pedals are released. The trim
actuator is controlled by a knob on the control stand. The autopilot
servos are controlled by flight control computers (FCC) during
autoland.
Rudder Ratio Changer

Two control rods connect the aft quadrant assembly to the rudder
ratio changer mechanism. The rudder ratio changer mechanism
varies, as a function of airspeed, the magnitude of the aft quadrant
inputs to the yaw damper summing mechanism and the power
control actuators (PCA). The ratio changer mechanism is operated by
an actuator controlled by either of two rudder ratio changer modules.
Temperature Compensating Linkage

A temperature compensating linkage, forward of the vertical
stabilizer rear spar, functions to null control inputs from thermal
expansion differences between control rods and fin structure.
The yaw damper summing mechanism sums all these inputs and
moves the PCAs control rods.
Yaw Damper System

Each yaw damper servo is controlled by a yaw damper module. The
yaw damper system provides autoflight rudder control for turn
coordination and dutch roll damping.
Position Transmitter
A position transmitter, near the summing mechanism, provides rudder
position signals to the EICAS computers for display on the status
page.
M00079C3.PST
UPPER RUDDER PCA

C HYD SYS
MIDDLE RUDDER PCA
L HYD SYS
RUD
A
LOWER RUDDER PCA
R HYD SYS
AIL
ELEV
YAW DAMPER
SUMMING
MECHANISM
AIL
LOWER EICAS DISPLAY (P2)

(STATUS PAGE)
15
RUDDER TRIM
10 5
0
5 10
TEMPERATURE
COMPENSATION
LINKAGE
15
NOSE LEFT UNITS NOSE RIGHT
AILERON
NOSE
LEFT
LEFT
WING
DOWN
RIGHT
WING
DOWN
R
U
D
D
E
R
YAW DAMPER
SERVOS
NOSE
RIGHT
R YDM
E1
AIL/RUD CONTROL (P8)
RATIO CHANGER
ACTUATOR
L YDM
RUDDER
POSITION
TRANSMITTER
PRIMARY
CONTROL ROD
E2
L RCM
PEDAL
ADJUSTMENT
CRANKS
SECONDARY
CONTROL ROD
E1
R RCM
TRIM ACTUATOR
RUDDER RATIO
CHANGER
MECHANISM
E2
CAPTAINS
RUDDER
PEDALS
FWD
AFT QUADRANT
ASSEMBLY
FIRST OFFICERS
RUDDER PEDALS
FORWARD
QUADRANT
FCC
(3)
TO NOSEWHEEL
STEERING
DIRECTIONAL
ROLLOUT
AUTOPILOT
SERVOS (3)
FWD
FEEL
CENTERING
AND TRIM
MECHANISM
62720AEA
RUDDER SYSTEM
g62720ae
RUDDER SYSTEM
(Continued)
Power Control Actuators

Primary and secondary control rods connect the summing mechanism
to three PCAs each powered by a different hydraulic system.
M00079C3.PST
UPPER RUDDER PCA

C HYD SYS
MIDDLE RUDDER PCA
L HYD SYS
RUD
A
LOWER RUDDER PCA
R HYD SYS
AIL
ELEV
YAW DAMPER
SUMMING
MECHANISM
AIL
LOWER EICAS DISPLAY (P2)

(STATUS PAGE)
15
RUDDER TRIM
10 5
0
5 10
TEMPERATURE
COMPENSATION
LINKAGE
15
NOSE LEFT UNITS NOSE RIGHT
AILERON
NOSE
LEFT
LEFT
WING
DOWN
RIGHT
WING
DOWN
R
U
D
D
E
R
YAW DAMPER
SERVOS
NOSE
RIGHT
R YDM
E1
AIL/RUD CONTROL (P8)
RATIO CHANGER
ACTUATOR
L YDM
RUDDER
POSITION
TRANSMITTER
PRIMARY
CONTROL ROD
E2
L RCM
PEDAL
ADJUSTMENT
CRANKS
SECONDARY
CONTROL ROD
E1
R RCM
TRIM ACTUATOR
RUDDER RATIO
CHANGER
MECHANISM
E2
CAPTAINS
RUDDER
PEDALS
FWD
AFT QUADRANT
ASSEMBLY
FIRST OFFICERS
RUDDER PEDALS
FORWARD
QUADRANT
FCC
(3)
TO NOSEWHEEL
STEERING
DIRECTIONAL
ROLLOUT
AUTOPILOT
SERVOS (3)
FWD
FEEL
CENTERING
AND TRIM
MECHANISM
62720AEA
RUDDER SYSTEM
g62720ae
(Continued)
FLIGHT COMPARTMENT CONTROLS AND INDICATORS

Trim Control and Indication
A trim control knob on the control stand operates the electric trim
actuator on the aft quadrant assembly. A trim indicator shows the
trim actuator position in units of trim.
Rudder Position Indication

The rudder position is displayed on the EICAS status page.
Yaw Damper Controls

The yaw damper system is controlled by two switches on the P5
overhead panel. An ON light shows the switch position. An amber
INOP light indicates the yaw damper function is inoperative.
A three position yaw damper test switch on the P61 panel tests both
yaw damper systems.
EICAS Indications
A RUDDER RATIO amber light on the P5 overhead panel indicates
the loss of rudder ratio changer function.
EICAS caution and maintenance messages indicate various levels of
ratio changer and yaw damper faults. Caution messages indicate loss
of function. Maintenance messages indicate faults in the associated
system.
M000799A.PST
YAW DAMPER
L
ON
ON
INOP
INOP a
AIR DATA
COMPTR
STALL
WING
ANTI ICE
DUCT LEAK
CONFIG
T/O
GND PROX
LDG
INOP
YAW DMPR
L
EQUIP COOL
FWD
a
WINDOW/
PROBE HEAT
OVERHEAD PANEL (P5)
FUEL QTY
AFT
TEST PANEL MODULE (P61)

RUDDER
RATIO a
OVERHEAD PANEL
(P5)
15
10
NOSE LEFT
RUDDER TRIM
5
0
5
10
UNITS
RUDDER RATIO
R YAW DAMPER
L YAW DAMPER
15
NOSE RIGHT
ECS/MSG
AILERON
NOSE
LEFT
LEFT
WING
DOWN
RIGHT
WING
DOWN
R
U
D
D
E
R
RUDDER RATIO
YAW DAMPER
NOSE
RIGHT
STATUS
RUD
AIL
ELEV
AIL
AIL/RUD TRIM CONTROL (P8)

EICAS DISPLAY UNIT (P2)
62720ACA
FLIGHT COMPARTMENT CONTROLS AND INDICATORS

g62720ac
RUDDER HYDRAULIC DISTRIBUTION

General
Each autopilot rollout servo and PCA is powered by a separate
hydraulic system.
The left hydraulic power to the middle PCA is routed through the
rudder ratio changer actuator. The middle PCA is powered only when
the ratio changer is operative. The ratio changer actuator is also
powered by the left hydraulic system.
A flow sensitive fuse (7 gpm) is installed in the left hydraulic system
pressure line and a check valve (not shown) is in the left return line
on later and modified aircraft.
The two yaw damper servos are powered by the left and centre
hydraulic systems.
Hydraulic pressure to the rudder components can be shut off by flight
control shutoff valves controlled by switches on the P61 panel.
M000796C.PST
LEFT
HYDRAULIC
SYSTEM
FLT CONTROL SHUTOFF - GND USE ONLY

L
ON
OFF
ON
OFF
w
a
w
a
T
A
I
L
W
I
N
G
ON
OFF
ON
OFF
w
a
w
a
T
A
I
L
W
I
N
G
ON
OFF
ON
OFF
w
a
FUSE
AUTOPILOT
SERVO
AUTOPILOT
SERVO
AUTOPILOT
SERVO
YAW DAMPER
SERVO
YAW DAMPER
SERVO
LOWER
PWR CONTROL
ACTUATOR
RATIO
CHANGER
ACTUATOR
FITTED TO LATER AND

MODIFIED AIRCRAFT
RIGHT
HYDRAULIC
SYSTEM
1
P61 SIDE PANEL
CENTER
HYDRAULIC
SYSTEM
MECH
LINKAGES
MIDDLE
PWR CONTROL
ACTUATOR
UPPER
PWR CONTROL
ACTUATOR
G62720AD
RUDDER HYDRAULIC DISTRIBUTION

g62720ad
INTENTIONALLY BLANK
RUDDER FEEL, CENTERING AND TRIM
g62720ad
27.21 RUDDER RUDDER FEEL, CENTERING AND TRIM
RUDDER FEEL, CENTERING AND TRIM MECHANISM

General Description
Trim Function
The functions of the rudder feel, centering and trim mechanism are
to provide a mechanical feel force at the rudder pedals, to return the
rudder control system to a neutral position upon removal of a control
input and to enable the trim actuator to input to the control system.
Extension or retraction of the trim actuator rotates the spring and

roller arms. The spring force on the roller in the cam detent
overcomes the friction force of the rudder control system. The spring
and roller arms then drive the offset torque tube, the aft quadrant
assembly and the rudder control system. The rudder pedals are
backdriven by the rudder trim operation.
The feel, centering and trim mechanism consist of spring and roller
arms that are connected to the trim actuator rod end and to each
other by springs. The spring arm is bearing mounted on a cam
attached to the offset torque tube of the aft quadrant assembly. The
springs between the arms hold the roller of the roller arm in the cam
detent.
Feel Function
Rotation of the aft quadrant assembly, by rudder pedals or autopilot
servo inputs, moves the cam attached to the offset torque tube. The
roller arm, spring loaded on the cam face, cannot rotate with the cam
as the springs and the roller arms are held by the trim actuator. Cam
rotation causes the roller to be forced out of the cam detent which
stretches the springs. The cam shape requires a breakout force of 14
lb at the rudder pedals increasing to 77 lb at full rudder control
input.
Centering Function
When the control input is removed, the springs force the roller to roll
in the cam detent returning the rudder control system to the trimmed
position.
M0007A90.PST
CONTROL RODS
TRIM
TO RATIO CHANGER ACTUATOR
MECHANISM
TRIM ACTUATOR
ELECTRICAL
CONNECTOR
TORQUE TUBE
OFFSET
TORQUE TUBE
CAM
AFT QUANDRANT PIVOT AND
SPRING ARM BEARING
SPRING
ARM
DIRECTIONAL
AUTOPILOT
SERVOS (3)
FEEL
CENTERING AND
TRIM MECHANISM
OUTPUT TO
RATIO CHANGER
MECHANISM
ROLLER
ROLLER ARM
TRIM
ACTUATOR
FWD
OFFSET
TORQUE TUBE
FCT END VIEW WITH

QUADRANT REMOVED
AFT QUADRANT ASSEMBLY

AXIS OF ROTATION
INPUT FROM
DIRECTIONAL
AUTO PILOT
SERVOS
FWD
G62721AF
RUDDER FEEL, CENTERING AND TRIM MECHANISM

g62721af
27.21 RUDDER RUDDER FEEL, CENTERING AND TRIM
RUDDER TRIM CONTROL AND INDICATION

Trim Control
The rudder trim knob located on the aft control stand (P8 ), controls
power to the rudder trim actuator. The switch is sping-loaded to
return to neutral and is powered by the L Bus 28v dc.
Rotating the knob 5 degrees removes a ground from the 15 and 25
degree switches. The knob must be rotated more than 25 degrees to
complete the circuit to the actuator.
centered ( rudder trailing edge within the index groove ) and the feel,
centering and trim mechanism rollers in the cam detent. Loss of
power to the trim indicator causes the pointer to move off scale. The
RVDT is not line replaceable.
Trim Operation
Operation of the trim actuator backdrives the aft quadrant assembly
and the rudder pedals.
The switch has a mechanical stop at the 30 position.

The actuator stroke is controlled by internal limit switches in the
actuator motor. The actuator provides a trim authority of 67 percent
of full rudder control resulting in 16.8 degrees of rudder movement
at low speed. The B767200 aircraft equipped with engines
developing more than 57,000 lb of thrust, has an actuator providing
80 percent rudder trim authority or 21.5 degrees of rudder movement
at low speed. The duty cycle of the trim motor is 30 seconds
operation followed by 3 minutes cooling.
When the landing gear is extended, hydraulic pressure is available to

the nose wheel steering system. Rudder trim operation can then turn
the nose wheels.
Trim Indication
The rudder trim indicator is driven by a rotary variable differential
transformer (RVDT) in the trim actuator. A pointer shows the rudder
trim position in units. Full rudder trim should be indicated by a
minimum of 14 units. An adjusting screw is on the aft side of the
aileron/rudder control module to zero the pointer with the rudder
M0007ABE.PST
R
U
D
D
E
R
28V AC
L XFR BUS
RUDDER
TRIM
POSITION
(K17)
POWER
SUPPLY
PANEL
324 BL
TAPE
DRIVE
A
N83 RUDDER TRIM INDICATOR
TRIM
ACTUATOR
FWD
NOSE LEFT
ZERO
ADJUST
25L
INDICATOR
ADJUSTMENT
28V DC
STBY BUS
15L
RUDDER
TRIM
CONTROL
(K18)
A
LEFT (EXT)
5L
5R
P11 OVHD CB PANEL

ARMING SWITCH
15R
CONTROL SWITCH
25R
NOSE RIGHT
RIGHT (RET)
M515 RUDDER TRIM ACTR
RUDDER TRIM SW (S3)

M74 AIL/RUD TRIM CONTROL MODULE (P8)
FWD
G62721AG
RUDDER TRIM CONTROL AND INDICATION

g62721ag
INTENTIONALLY BLANK
RUDDER RATIO CHANGER
g62721ag
27.21 RUDDER RUDDER RATIO CHANGER
RATIO CHANGER MECHANISM

General Description
The purpose of the rudder ratio changer mechanism is to vary the
rudder authority from commands by the rudder pedals, autopilot
servos or rudder trim as a function of airspeed. At low airspeed, the
mechanism provides high authority to the rudder, at high airspeed,
the mechanism provides low authority to the rudder.
The ratio changer mechanism is located on the aft spar of the vertical
stabilizer. It is connected to the aft quadrant mechanism and the yaw
damper summing mechanism.
If the ratio changer control system fails three springs drive the
bellcranks away from the torque tube ensuring full authority of the
rudder control system.
Adjustment
Adjustment of the ratio changer is carried out in conjunction with the
YAW DAMPER mechanism.
The ratio changer mechanism consists of an offset torque tube

containing two bearing mounted bellcranks. The end of the
bellcranks are attached to the primary and secondary control rods.
The bellcranks are rotated on the torque tube by the ratio changer
actuator. The actuator is connected to the left bellcrank, a bus rod
interconnects the two bellcranks. A cartridge containing two linear
variable differential transformers (LVDTs) is mounted on the ratio
changer mechanism structure at one end and connected to the right
bellcrank at the other end. A rig pin hole in each bellcrank aligns
with a rig pin hole in the torque tube to allow adjustments.
Ratio Changer Operation

When the actuator is retracted, the bellcranks are rotated away from
the torque tube. Movement of the torque tube by the aft quadrant
provides a maximum input to the primary and secondary control
rods. As the actuator extends, the bellcranks are rotated towards the
torque tube which decreases the movement of the control rods.
M0007AE6.PST
RIGHT
BELLCRANK
LEFT
BELLCRANK
YAW DAMPER
SUMMING MECHANISM
ACTUATOR
LUG
TEMPERATURE
COMPENSATION
LINKAGE
LVDT
OFFSET
TORQUE
TUBE
CENTERING AND
BIAS SPRING
YAW DAMPER
SERVOS (2)
SUPPORT
BEARING
CRANK
ADJUSTING
NUT
RETURN SPRINGS
(3)
RATIO CHANGER
ACTUATOR
PCAS
BUS ROD
(ADJUSTABLE)
ACTUATOR EXTENDED (HIGH SPEED)
FWD
PRIMARY
CONTROL
ROD
SECONDARY
CONTROL PATH
RATIO CHANGER
ACTUATOR
PRIMARY
CONTROL
PATH
LOAD LIMITER
WITH CRUSH CORE
RUDDER RATIO
CHANGER LVDT
ROTATIONAL AXIS
AFT QUADRANT
MECHANISM
TORQUE TUBE
RUDDER RATIO
CHANGER MECHANISM
SECONDARY
CONTROL ROD
AFT QUADRANT
MECHANISM
ACTUATOR RETRACTED (LOW SPEED)

G62721BF

g62721bf
RUDDER RATIO CHANGER FUNCTION

Low Speed Position
When the actuator is retracted the bellcranks are moved away from
the torque tube. This is the low speed position. In this position the
ratio changer mechanism can transmit a full input from the aft
quadrant mechanism to the primary and secondary control rods.
Maximum rudder authority is approximately 26 degrees.
High Speed Position

As the actuator extends, the bellcranks are rotated towards the torque
tube decreasing the radius of the primary and secondary control rods
from the rotational axis of the torque tube. This reduces the output
from the aft quadrant mechanism to the primary and secondary
control rods. Maximum rudder authority in the high speed position is
approximately 2 degrees. Authority is reduced incrementally as speed
increases.
Ground Test
A ground test positions the actuator to a 360 knots position for
system adjustment. In the test position, rig pin 6 can be inserted
when the ratio changer mechanism is properly rigged. The linear
variable differential transformer (LVDT) is adjusted to position the
mechanism for rig pin fit.
M0007B1B.PST
4.0
26.5
RATIO CHARGER EFFECTIVE LEVER ARM (IN.)
SECONDARY
CONTROL ROD
PRIMARY
CONTROL ROD
3.0
ACTUATOR
ROTATIONAL AXIS
TORQUE
TUBE
2.0
LVDT
FWD
GROUND TEST/
RIGGING POSITION
CONTROL RODS
TO AFT QUADRANT
MECHANISM
RIG PIN 6
ACTUATOR
1.0
HIGH SPEED
POSITION
TORQUE
TUBE
FWD
2.05
0
120
200
320
Vc
440
LOW SPEED
POSITION
KTS
___________
TOP
VIEW OF
_________
BELLCRANK
_________
POSITIONS
62721AHA
RUDDER RATIO CHANGER FUNCTION

g62721ah
RATIO CHANGER ACTUATOR

General Description
The ratio changer actuator, on the ratio changer mechanism, consists

of an unbalanced actuator with a solenoid valve, a bypass valve and
an electro-hydraulic servo valve (EHSV). The bypass valve, operated
by the solenoid valve, and the EHSV control left hydraulic system
pressure to the ratio changer actuator.
The EHSV, solenoid, filter and screen are line replaceable and can be
removed and installed with the actuator installed. The bypass valve is
not line replaceable.
Ratio Changer Actuator Operation
Rig pins 6 and 7 should fit the bellcranks and torque tube, with the
mechanism positioned by activation of a test switch on one of the
rudder ration changer modules (RRCM). Adjustment is accomplished
by the nut on the LVDT rod end. With rig pin 6 installed, rig pin 7
should also fit, if not, the bus rod must be adjusted.
When the ratio changer is inoperative, the solenoid valve is

de-energized and the bypass valve is spring loaded closed. In the
closed position, the bypass valve shuts off hydraulic pressure to the
EHSV and the middle PCA. Left hydraulic system pressure, if
available, fully retracts the actuator to the low speed position.
When the ratio changer system is in operation, the solenoid valve is
energized and opens the bypass valve providing pressure to the
EHSV and the middle PCA. As airspeed increases, signals are sent to
the EHSV to increase pressure to the extend side of the unbalanced
actuator. As the actuator extends, it positions the ratio changer
mechanism to a high speed position.
Failure Conditions
Actuator faults, or ratio changer system failures causing loss of
control, de-energize the solenoid valve which closes the bypass
valve. Left hydraulic pressure moves the mechanism to the low
speed position.
M0007AFE.PST
ACTUATOR
.
SOLENOID
VALVE
BYPASS
VALVE
HIGH SPEED
MODE
RETURN
EHSV
PRESSURE
SOLENOID VALVE
CLEVIS BEARING
MOUNT TO STRUCTURE
PRIMARY
PATH OUTPUT
ACTUATOR
FWD
SECONDARY
PATH
OUTPUT
P
BYPASS
VALVE
ELECTRO HYDRAULIC SERVO

VALVE
R
P
M626 RUDDER RATIO CHANGER ACTUATOR

MOVING TOWARDS HIGH SPEED MODE
ACTUATOR
LOW SPEED
MODE
ACTUATOR
LOW SPEED
MODE
SOLENOID VALVE
SOLENOID VALVE
FROM
RUDDER
RATIO
CHANGER
MODULES
FILTER
SCREEN
P
VALVE
BYPASS
VALVE
LEFT SYSTEM
PRESSURE
RETURN
LEFT SYSTEM
PRESSURE
TO MIDDLE PCA
SOLENOID VALVE DE-ENERGIZED
P
BYPASS
VALVE

VALVE
R
P

SOLENOID VALVE ENERGIZED
62721BGA
RATIO CHANGER ACTUATOR

g62721bg
RUDDER RATIO CHANGER MODULES

General Description
Two rudder ratio changer modules (RRCM), one located in the left
and the right CSEUs, provide redundant control of the ratio changer
actuator solenoid valve and EHSV.
Face Plate Controls and Indications

Three fault balls: LVDT, MODULE FAULT and PCA indicate
failures in the ratio changer system. A TEST FAIL fault ball indicates
a system failure during the ground test. A RESET switch resets the
fault balls after corrective maintenance action is completed.
A two position test switch enable the ground test. An amber IN
TEST light illuminates during the ground test operation.
When a fault ball is set on a RRCM, the RRCM cannot control the
ratio changer actuator. Card faults cause the MODULE fault ball to
set which requires module replacement as the cards are not identified
as line replaceable units. Operation is permitted with one RRCM
faulted or not installed.
M0007C12.PST
SOLENOID
VALVE
EHSV
TEST
FAIL
LVDT
IN TEST
MODULE
FAULT
CRANK
TEST
RATIO
CHANGER
ACTUATOR
RIGHT CSEU
(E2-1)
LEFT CSEU
(E1-1)
FAULT
BALL
(TYP)
RCA
FWD
RESET
SPRINGS
NORMAL
FWD
RUDDER RATIO
CHANGER MODULE
P/N 285T0014SERIAL NO
BOEING
EICAS
RUDDER
RATIO LIGHT
RRCM
62721AOA
RUDDER RATIO CHANGER MODULES

g62721ao
RATIO CHANGER BLOCK DIAGRAM

General Description
The rudder ratio changer modules (RRCM) use airspeed signals from
the stabilizer trim and aileron lockout modules (SAM) to control the
ratio changer actuator.
Operation
A left or right SAM / RRCM pair is randomly selected during SAM
power-up to control the actuator. The other SAM / RRCM pair
remains in a standby mode.
Energizing the ratio changer actuator solenoid valve opens the bypass
valve and provides left hydraulic system pressure to the middle PCA
and to the EHSV.
A dual LVDT on the ratio changer mechanism provides a mechanism
position feedback signal to the RRCM for operation and fault
detection. A separate LVDT element inputs to each RRCM.
Left hydraulic system pressure is monitored by the RRCMs to
enable or disable operation and for fault annunciation.
Air / ground system inputs are used to enable the RRCM ground
test.
Failure of SAM or RRCM

Failure of the controlling SAM or RRCM causes the transfer of
control to the other pair through the logic crossfeed between the
RRCMs.
M0007AD7.PST
ADC
LEFT STAB
TRIM/AIL
LOCKOUT
MODULE
A/S
LEFT RUDDER
RATIO MODULE
TO MIDDLE POWER
CONTROL ACTUATOR
M528
PRIMARY & SECONDARY

CONTROL PATHS
(E1-1)
LOGIC
LEFT HYD
SYS PRESS
SW
CROSSFEED
RATIO CHANGER
ACTUATOR
BYPASS
VALVE
SOLENOID
VALVE
EHSV
RATIO
CHANGER
MECHANISM
LVDT
A/G SYS
1&2
M626
ADC
RIGHT STAB
TRIM/AIL
LOCKOUT
MODULE
L HYD
SYSTEM
A/S
RIGHT RUDDER
RATIO MODULE
AFT QUADRANT
MECHANISM
M529
(E2-1)
ELECTRICAL
MECHANICAL
HYDRAULIC
62721BEA
RATIO CHANGER BLOCK DIAGRAM

g62721be
RUDDER RATIO CHANGER MODULE OPERATION

General Description
RRCM Function
The two rudder ratio changer modules (RRCM) receive a speed

signal from the stabilizer trim and aileron lockout modules (SAM).
The left SAM controls the left RRCM and the right SAM the right
RRCM. One SAM / RRCM pair is in control while the other pair is
in standby mode.
The RRCM is powered by the power supply module (PSM) of the

CSEU. An engage/disengage relay in the RRCM is energized by
separate 28v dc power. When the relay is energized, this power and
the speed signal are sent to the ratio actuator. The RRCM also
amplifies the speed signal from the SAM before sending it to the
EHSV of the ratio actuator.
The RRCM has two basic functions:

To control the ratio actuator.
To monitor the operation for faults.
A dual LVDT on the ratio actuator mechanism provides a feedback
signal to the RRCMs left and right.
Any disengagement of the relay is signaled to the other RRCM.
Fault Detection
Faults are detected by the RRCM and indicated by fault balls on the
RRCM and by EICAS messages and an amber light.
SAM Function
The SAM receives air data from both ADCs. An automatic ADC
source selection takes place. The SAM outputs a speed signal and a
validating signal to the RRCM. The speed signal is generated by the
rudder ratio program. A speed signal valid is outputted when the
speed signal is correct, there is no fault in the SAM and at least one
ADC is valid. If these conditions do not exist, the validation signal is
removed.
M0007B33.PST
.
28V DC
L BUS
TO R RRCM
RUDDER RATIO
26V AC
P11
POWER
SUPPLY
15V DC
PSM 1L/2L
HYD PRESS
HIGH
P
2400 PSI
S27 ELEC HYD

PUMP L CONT PRESS
SOLENOID
VALVE
RUDDER
RATIO
PROGRAM
SPEED
SIGNAL
AMPLIFIER
A
SPEED
SIGNAL VALID
L ADC
R ADC
ADC
SOURCE
SELECTION
LEFT HYDRAULIC
PRESSURE HIGH
28V
DC
FAULT
MONITORING
ENGAGING
CONDITIONS
___________________
SPEED SIGNAL VALID
ADC
VALID
SAM
FAULT
SAM
FAULT
BALL
EHSV
ENGAGE
RELAY
A
ENGAGE/
DISENGAGE
RUDDER RATIO
CHANGER
ACTUATOR
OPPOSITE MODULE NOT

ENGAGED
NO INTERNAL RRCM FAULT
NO EXTERNAL FAULT
NO LVDT FAULT
DUAL
LVDT
FAULT
LEFT STAB TRIM AND AIL LOCKOUT MODULE
FAULT
BALL
TO R RRCM
TO EICAS
COMPUTERS
LEFT RUDDER RATIO CHANGER MODULE
62721AIA
RUDDER RATIO CHANGER MODULE OPERATION

g62721ai
RUDDER RATIO FAULT ANNUNCIATION

RRCM Fault Balls
Ground Test
Three fault balls identify failures on the face of the RRCM.
A ground test can be initiated by moving the test switch to TEST

position. Both RRCMs are in test while operating the test switch
from only one module. The ground test requires high left hydraulic
system pressure and correct electrical power. During the test the
amber IN TEST LED on the RRCM illuminates for 15 seconds. The
ratio changer actuator is moved to the 360 kts (high speed) test
position. If the test fails, the TEST FAIL fault ball is set.
The LVDT fault ball is set when an LVDT failure has occurred.
The PCA fault ball is set when a fault external to the RRCM,
other than an LVDT fault, exists.
The MODULE fault ball is set when there is an internal fault in
the RRCM.
The fault balls are latched and are reset by pushing on the reset
switch on the face of the RRCM.
The engage relay de-energizes and transfers operation to the other
RRCM if:
Any one of the three fault balls is set.

The left hydraulic system pressure is low.
The speed signal valid from the SAM is removed.
Or the opposite module is in test.
When any one of the three fault balls is set, or the opposite RRCM
is absent, the RUDDER RATIO maintenance message appears on
EICAS after a 20 seconds time delay.
Rudder Ratio Failure Annunciation

When both RRCMs have failed, or the left hydraulic system
pressure is low, the RUDDER RATIO advisory message appears on
EICAS after a 30 second time delay, and the amber light RUDDER
RATIO illuminates on the P5 panel immediately.
As long the test switch is in the TEST position, the amber RUDDER
RATIO light and the advisory message on EICAS remain
illuminated.
If both RRCM fail the test, the TEST FAIL fault ball on both
modules is set and the illuminated RUDDER RATIO light and
advisory message are latched.
The TEST FAIL fault ball is also set if the test switch is returned to
the NORMAL position before test completion.
The test switch is then moved to the NORMAL position. The ratio
changer actuator returns to low speed position. The RUDDER
RATIO light, advisory message and IN TEST LED come on for 15
seconds. Failure to return to low speed position sets the TEST FAIL
fault ball. If both modules fail the test, both TEST FAIL fault balls
are set and the illuminated RUDDER RATIO light and advisory
message are latched.
M0007B9F.PST
RESET
DC
POWER
LVDT
FAULT
28V DC
RESET
LATCH
RESET
EXTERNAL
FAULT
LVDT
F/B
ENGAGE
RELAY
ENGAGE/
DISENGAGE
OPPOSITE MDL
ENGAGED
LATCH
RESET
INTERNAL
RRCM
FAULT
TO SOL VALVE
AMPLIFIED
SPEED SIGNAL
CONTROL
PCA
F/B
LATCH
RESET
MODULE
F/B
OPP MOD MISSING

LVDT F/B
PCA F/B
MODULE F/B
HYD PRESS HIGH

SPEED SIGNAL VALID
OPP MODULE IN CONTROL
TEST
K529
(P36)
15 SEC
15V DC
NORMAL
ON GND
GND
K518
(P33)
TO OPP
RRCM
RUDDER RATIO (W)

(MAINT MSG) 20 SEC TD
RUDDER RATIO (Y)
(ADV MSG) 30 SEC TD
EICAS COMPUTERS
HYD PRESS HIGH

GND
TO EHSV
(RR ACTUATOR)
GND TEST
TEST FAIL
FUNCTIONS
SW IN TEST
IN
TEST DUAL MODULE FAIL
LED
OPP TEST FAIL
MD & T
RUDDER
RATIO
TEST
FAIL
LVDT
P5
IN TEST
MODULE
FAULT
LATCH
TEST SW
CYCLED
WITHIN
15 SEC
TEST
RESET
TEST FAIL
F/B
RUDDER RATIO CHANGER MODULE (TYPICAL)

TO OPP
RRCM
PCA
FAULT
BALL
RESET
NORMAL
RATIO CHANGER
MODULE (TYP)
62721ALA
RUDDER RATIO FAULT ANNUNCIATION

g62721al
RATIO CHANGER MODULE TEST

General
A switch on each RRCM enables selection of TEST or NORMAL
position (not spring-loaded). When either module test switch is in the
TEST position, both modules are in test mode. The module with the
actual test switch moved controls the actuator. The test switch
operates only with the airplane in the ground mode. Left hydraulic
system pressure is required for actuator operation and to turn off the
amber light and advisory message.
Test Switch
Moving the Switch to TEST:
Drives the ratio changer to the test position (360 knots).
Illuminates the IN TEST light on both modules for 15 seconds
which is the time allowed for test completion.
Illuminates the amber RUDDER RATIO light on the P5 panel
and displays the amber RUDDER RATIO advisory message on
EICAS as long as the switch is in TEST.
If after 15 seconds the ratio changer mechanism has not driven to
the test position as determined by the LVDT feedback, the TEST
FAIL fault ball sets on the module in test or on both modules and
the annunciation by the RUDDER RATIO light and message is
latched.
Illuminates the amber RUDDER RATIO light on the P5 panel

and displays the amber RUDDER RATIO advisory message on
EICAS until successful test completion.
If after 15 seconds the ratio changer mechanism has not driven to
the low speed position as determined by the LVDT feedback, the
TEST FAIL fault ball sets on the module in test or on both
modules and the annunciation by the RUDDER RATIO light and
message is latched.
Moving the test switch to TEST and returning it to NORMAL before
completion of the test sets the TEST FAIL fault ball on both
RRCMs and latches the annunciation by the RUDDER RATIO
amber light and advisory message.
NOTE: Make sure the rudder moves no more than 0.03 inch when
the RRCM test switch is moved to test then normal. If the
rudder moves to the right, you must decrease the length of
the BLUE (right) control rod. If the rudder moves to the
left, you must increase the length of the BLUE (right)
control rod.
NOTE: The BLUE control rods fit between the feel, centering and
trim mech and the ratio-changer mech and are adjusted by
rotating a knurled adjustment knob on lower end of rod.
Moving the Switch to NORMAL:

Drives the ratio changer to the low speed position.
Illuminates the IN TEST light on both modules for 15 seconds
which is the time allowed for test completion.
M0007BC1.PST
28V DC
L BUS
RUDDER RATIO
(G10)
P11 OVHD CB PNL
ACTUATOR DRIVES
TO TEST POSITION
TEST
FAIL
RIGHT
RRCM
15V DC PSM 1L/2L

26V AC PSM 1L/2L
L HYD VALID
GND MODE
LVDT
IN TEST
FAULTBALL SET IF FAILURE TO MOVE

TO 360K POSITION WITHIN 15 SEC
TEST
ILLUMINATES FOR 15 SEC

NORMAL
L RATIO CHANGER
MODULE (TYP)
NORMAL
RUDDER RATIO "C" LEVEL EICAS (SAME REQUIREMENTS AS LIGHT)

- ILLUMINATES WITH SWITCH
IN TEST MODE
RUDDER
- ILLUMINATION LATCH SETS
RATIO
A
IF TEST FAIL
P5
TEST
ACTUATOR DRIVES
TO LOW SPEED POSN
(HIGH AUTHORITY)
TEST
FAIL
LVDT
IN TEST
FAULTBALL SET IF FAILURE TO MOVE

TO LOW SPEED POSITION WITHIN 15 SEC
TEST
ILLUMINATES FOR 15 SEC
NORMAL
L RATIO CHANGER
MODULE (TYP)
TEST
RUDDER RATIO "C" LEVEL EICAS (SAME REQUIREMENTS AS LIGHT)

- REMAINS ILLUMINATED FOR 15 SEC
AFTER SWITCH RETURNED TO NORMAL
RUDDER
- ILLUMINATION LATCH SETS IF TEST FAIL
RATIO
A
P5
NORMAL
62721AMA
RATIO CHANGER MODULE TEST

g62721am
INTENTIONALLY BLANK
YAW DAMPING SYSTEM
g62721am
27.21 RUDDER YAW DAMPING SYSTEM
YAW DAMPER SYSTEM

General Description
Controls and Indications
The yaw damper system provides automatic rudder control to

improve airplane ride quality, dampen gust load on the vertical
stabilizer, dampen undesirable sideslip and roll (dutch roll) and
coordinate turns.
The yaw damper control panel is located on the P5 overhead panel

directly above the hydraulic control panel.
System Components
The yaw damper system includes two independant yaw damper
modules (YDM) each controlling a yaw damper servo actuator. The
dual system uses inputs from the air data computers (ADCs) (for
airspeed), the inertial reference units (IRUs) (for yaw rate), servo
actuator LVDTs, modal suppression accelerometers (installed on
767-300 only) and air/ground relays to command rudder movement.
Pressure switches in the left and centre hydraulic systems input for
fault detection and indication.
Summing Linkage Assembly

Movements of the yaw damper servos are summed by a summing
lever before transfer to the summing linkage assembly which
commands the rudder. The maximum amount of rudder command
available for yaw damping depends on airspeed and the number of
ADCs and IRUs supplying data.
When both yaw damper servos are operative in flight, maximum
yaw damper input to the rudder is approximately 6 degrees in
each direction.
When one servo is operative, maximum rudder movement is
approximately 3 degrees in each direction.
It includes two control ON/OFF pushbutton light switches controlling

the servo engage power to the yaw damper modules and ultimately
to the yaw damper servos.
The yaw damper light switches contain an ON white light and an
INOP amber light. A failure of a yaw damper or during test
illuminates the associated INOP amber light and the advisory L (R)
YAW DAMPER message on EICAS.
Yaw Damper Test Switch

The yaw damper test switch, located on the P61 panel, is a
three-position switch spring loaded to the center position. The switch
operation allows testing of the yaw dampers on the ground resulting
in the rudder movement and causing a test of the IRUs.
Yaw Damper Modules

The yaw damper modules use inputs from the air data computers
(ADCs) and the inertial reference units (IRUs) to calculate the
rudder movement commands required to dampen undesirable sideslip
and roll motion (dutch roll), and for turn coordination.
M0007C62.PST
YAW DAMPER
L
R
L YAW DAMPER
R YAW DAMPER
ON w
ON w
INOP
a
INOP
a
YAW DAMPER CONT PANEL (P5)
A
B
YAW DAMPER
EICAS COMPUTERS
YAW DMPR
L
MODAL 1
SUPPRESSION
ACCELEROMETERS
YAW DAMPER
TEST SWITCH
(P61)
EICAS DISPLAY UNITS (P2)
CSEU PWR SUPPLIES

1L AND 2L
28V DC
STBY BUS
SYSTEM
FAULT
DISPLAY
RESET
DISPLAY
ADP CONTROL
PRESS. SWITCH
S29 (C HYD)
TO PCAs
RUDDER SUMMING
LINKAGE ASSY
A
1
ADC L AND R
FWD
L MODAL
YAW DAMPER SERVOS
SUPPRESSION
ACCELEROMETER SUMMING LEVER
YAW DAMPER MODULE L (E1-1)
IRU L, C, R
INTERNAL
LVDT
SYSTEM
FAULT
DISPLAY
RESET
AIR/GND SYS
TO RUDDER
RATIO
CHANGER
DISPLAY
ACMP CONTROL
PRESS. SWITCH
S27 (L HYD)
28V DC
R DC BUS
RIGHT
YAW DAMPER
SERVO
LEFT
YAW DAMPER
SERVO
B
CSEU PWR SUPPLIES
1R AND 2R
YAW DAMPER MODULE R (E2-1)
R MODAL
SUPPRESSION
ACCELEROMETER
C HYD
L HYD
1
EHSV
APPLICABLE TO 767-300 ONLY

62221ABA
YAW DAMPER SYSTEM

g62221ab
YAW DAMPER SYSTEM

(Continued)
Yaw Damper Modules
(Continued)
The yaw damper modules output electrical power signals to the yaw
damper servos. One signal is the engage power to the servo solenoid
valve and the other is the controlling current to the servo
electro-hydraulic servo valve.
The modules also monitor the operation of the yaw damper system.
If a fault is detected, it is annunciated on a 12 character
alpha-numeric LED display located on the module front panel. If a
fault message is recorded in either yaw damper module non-volatile
memory (NVM), the EICAS message YAW DAMPER appears on
the maintenance page.
Modal Suppression Accelerometer (B767300 only)

A modal suppression accelerometer is installed on the aft ceiling in
the aft cargo compartment of the B767300 airplane. The
accelerometer provides to the yaw damper modules lateral
acceleration data of the aft end of the airplane. This data aids the
yaw damper modules in controlling yaw and turn coordination and
improves aft cabin comfort.
A failure of a yaw damper results in the removal of the engage

power to the servo solenoid valve and annunciation by illumination
of the amber INOP light and the EICAS advisory message.
The modules provide for automatic and manual ground testing.
Yaw Damper Servos

The yaw damper servos use electrical commands from the yaw
damper modules to hydraulically position the actuator piston. The
servos mechanical outputs are summed by a summing lever inputting
to the rudder summing linkage assembly. With both servos operating,
the maximum authority of the yaw damper system is 6 degrees of
rudder movement in each direction while it is reduced to 3 degrees if
one servo is inoperative. It is linked in series with manual and
autopilot inputs to the rudder power control actuators (PCAs).
M0007C62.PST
YAW DAMPER
L
R
L YAW DAMPER
R YAW DAMPER
ON w
ON w
INOP
a
INOP
a
YAW DAMPER CONT PANEL (P5)
A
B
YAW DAMPER
EICAS COMPUTERS
YAW DMPR
L
MODAL 1
SUPPRESSION
ACCELEROMETERS
YAW DAMPER
TEST SWITCH
(P61)
CSEU PWR SUPPLIES

1L AND 2L
28V DC
STBY BUS
SYSTEM
FAULT
DISPLAY
RESET
DISPLAY
ADP CONTROL
PRESS. SWITCH
S29 (C HYD)
TO PCAs
RUDDER SUMMING
LINKAGE ASSY
A
1
ADC L AND R
FWD
L MODAL
YAW DAMPER SERVOS
SUPPRESSION
ACCELEROMETER SUMMING LEVER
YAW DAMPER MODULE L (E1-1)
IRU L, C, R
INTERNAL
LVDT
SYSTEM
FAULT
DISPLAY
RESET
AIR/GND SYS
TO RUDDER
RATIO
CHANGER
DISPLAY
ACMP CONTROL
PRESS. SWITCH
S27 (L HYD)
28V DC
R DC BUS
RIGHT
YAW DAMPER
SERVO
LEFT
YAW DAMPER
SERVO
B
CSEU PWR SUPPLIES
1R AND 2R
YAW DAMPER MODULE R (E2-1)
R MODAL
SUPPRESSION
ACCELEROMETER
C HYD
L HYD
1
EHSV
APPLICABLE TO 767-300 ONLY

62221ABA
YAW DAMPER SYSTEM

g62221ab
(Continued)
YAW DAMPER SERVOS

Linear Variable Differential Transformer
General Description
The two yaw damper servos are mounted side-by-side on the aft spar
of the vertical stabilizer. They both input to a summing lever and the
rudder summing linkage assembly to operate the rudder. The left
hydraulic system powers the right servo while the center system
powers the leftservo.
An LVDT located at the lower side of the servo is connected to the

actuator piston. The LVDT signal is the feedback signal to the yaw
damper module and verifies the execution and nulling of the input
command to the servo.
The following components are part of the yaw damper servo

assembly:
Control and Indication
Solenoid Valve
Electrical power to the solenoid valve is controlled by the yaw
damper ON-OFF switch, located on the P5 panel, through the yaw
damper module auto-disengage relay. When energized, the solenoid
opens the line replaceable valve to allow hydraulic pressure to the
electro-hydraulic servo valve (EHSV). The left servo uses 28 volts dc
from the standby bus while the right servo uses power from the right
dc bus.
Electro-Hydraulic Servo Valve

The line replaceable electro-hydraulic servo valve (EHSV) is
commanded by current signals from the respective yaw damper
module to port hydraulic pressure to the actuator piston.
Filter
The yaw damper switches located on the P5 panel control, through

the yaw damper module auto-disengage relay, their respective servo
solenoid valve. With the switch depressed the white ON indicator
light appears in the upper half.
The lower half of the switches contain an amber INOP light which
is illuminated when:
The respective yaw damper switch is OFF.

One yaw damper module is not installed.
The yaw damper function is lost.
Testing during power-up and pre-flight, is taking place
Servo Operation
Hydraulic system pressure is allowed through the open solenoid
valve to the electro-hydraulic servo valve (EHSV) which, under the
command of the yaw damper module, meters it to the actuator
piston. The movement of the actuator piston positions the LVDT
A line replaceable 25 micron filter is located in the pressure inlet

line.
M001420F.PST
YAW DAMPER
L
ON
INOP
w
a
ON
INOP
OVERHEAD PANEL (P5)
SOLENOID VALVE
SOLENOID
VALVE
PRESSURE
PORT
FILTER
ELECTROHYDRAULIC
SERVO VALVE
LINEAR VARIABLE
DIFFERENTIAL
TRANSFORMER
ELECTRO-HYDRAULIC
SERVO VALVE
P C1 C2 R
ELECTRICAL
CONNECTOR
RETURN PORT
POSITION LVDT
DRAIN
HOLE
DETENT
CENTERING
SPRING
YAW DAMPER SERVO
YAW DAMPER SERVO
OUTPUT
G62721BM
YAW DAMPER SERVOS

g62721bm
YAW DAMPER SERVOS

(Continued)
Servo Operation
(Continued)
feeding back a signal to the yaw damper module. A detent centering

spring holds the actuator piston centered when the servo is not
powered in order to provide a centered fixed point for the output
summing lever.
Each servo actuator has a stroke of 1.50 in. providing for 3 degrees
of rudder movement in each direction.
Output Linkage
The two yaw damper servos output rods are connected to a summing
lever outputing at its centre by means of a connecting rod to the
torque tube input lug of the rudder summing linkage assembly.
When both yaw dampers are operating, their maximum output results
in a 6 degrees rudder movement in each direction. If only one yaw
damper is operative, its maximum output results in a 3 degres rudder
movement in each direction.
M001420F.PST
YAW DAMPER
L
ON
INOP
w
a
ON
INOP
OVERHEAD PANEL (P5)
SOLENOID VALVE
SOLENOID
VALVE
PRESSURE
PORT
FILTER
ELECTROHYDRAULIC
SERVO VALVE
LINEAR VARIABLE
DIFFERENTIAL
TRANSFORMER
ELECTRO-HYDRAULIC
SERVO VALVE
P C1 C2 R
ELECTRICAL
CONNECTOR
RETURN PORT
POSITION LVDT
DRAIN
HOLE
DETENT
CENTERING
SPRING
YAW DAMPER SERVO
YAW DAMPER SERVO
OUTPUT
G62721BM
YAW DAMPER SERVOS

g62721bm
(Continued)
YAW DAMPER TESTING

General
Testing of the yaw damper system is done on the ground upon
power-up and for preflight.
Modes
Power up mode (ground or air). Initializes all interfaces, latches,
commands and resets monitors (no actuator movement).
Flight mode (Entered when the airplane is airborne and fade-in is
completed).
Ground operational mode (after power up mode or preflight test
or when the aircraft lands (Airplane is on the ground and fade-out
is complete)
At the completion of a successful power-up test, the yaw damper

switch INOP amber light extinguishes, the level C EICAS
message disappears, the LED display illuminates the NO FAULTS
or NO FAULTS NOW messages and 28 volts dc power is allowed
to the solenoid valve of the yaw damper servo. The yaw damper
module is then ready for ground operational mode.
If the power up test fails, the yaw damper switch INOP amber light
remains illuminated , the associated level C message L (R) YAW
DAMPER appears on EICAS, the LED display illuminates the
FAULTS NOW message and 28 volts dc power is inhibited to the
solenoid valve preventing operation of the yaw damper servo.
Preflight Test
Power-up Test
The power-up test is initiated automatically on the ground upon
power-up of the YDM, and manually when the control switch is
pushed ON. During the test, the yaw damper switch INOP amber
light illuminates for 20 seconds, the associated level C advisory
message L (R) YAW DAMPER appears on EICAS and the LED
display located on the yaw damper module (YDM) front panel
illuminates the TEST RUNNING message.
The power up test checks the validity of the yaw damper module
internal hardware and software including the control and monitor
microprocessors, the disengage and latching circuits, and the
read/write memory.
The preflight test is initiated on the ground, with the yaw damper
module in ground operational mode, by moving the yaw damper test
switch located on the P61 panel. During the test, both yaw damper
switch INOP amber lights illuminate, the level C messages L
YAW DAMPER and R YAW DAMPER appear on EICAS and the
LED display of the tested module illuminates the TEST RUNNING
message. The other module LED display illuminates the NO
FAULTS NOW message. One yaw damper system is tested at a
time. The preflight test requires left and centre hydraulic pressure for
YDM and servo operation.
M0007C7B.PST
INOP LIGHT ON FOR

DURATION OF PREFLIGHT TEST
L YAW DAMPER
R YAW DAMPER
L
3
YAW DAMPER
L
ON
INOP
ON
INOP
w
a
RUDDER
POSITION
INDICATOR
YAW DAMPER CONTROL PANEL (P5)
RUD
P5 PILOTS OVERHEAD PANEL

YAW DAMPER CONTROL PANEL
AIL
ELEV
AIL
IRU
DADC YD ACT
LVDT AIR/GRD
HYD
PRESS
RESET
YDM
DISPLAY
RESET
YAW DMPR
L
EICAS DISPLAY
UNITS
P/N285T0013SERIAL NO.
BOEING
P/A 285T0013
SERIAL NO.
BOEING
P61 RIGHT SIDE PANEL

YAW DAMPER TEST SWITCH
R
P61
YAW DAMPER MODULE (OLD)
YAW DAMPER MODULE (NEW)

62721AWA
YAW DAMPER TESTING

g62721aw
YAW DAMPER TESTING

(Continued)
Preflight Test
(Continued)
The preflight test exercises the yaw damper module through various
commands to test the output and the return LVDT position feedback
signals. The yaw damper module commands result in a 3 degrees
movement of the rudder in both directions. In addition the test
initiates testing of the IRUs and verifies their proper inputs to the
module.
At the completion of a successful preflight test, the yaw damper
switch INOP amber lights extinguish, the EICAS level C
messages disappear, the LED display of the tested module
illuminates the NO FAULTS or NO FAULTS NOW message and
the yaw damper module is returned to ground operational mode.
If the preflight test fails, the yaw damper switch INOP amber light
remains illuminated for the faulted system, the applicable level C
message remains on EICAS, the LED display illuminates the
solenoid valve preventing the yaw damper servo operation.
Operation
The manual operation of the preflight test on the ground requires
electrical and hydraulic power.
WARNING
All personnel and stands should remain clear of
control surfaces and control columns when
hydraulic systems are pressurised.
Before testing, insure the following:
Electrical: The ac and dc circuit breakers for the flight control
electronics and the circuit breakers for the yaw dampers are
closed. The yaw damper switches on the P5 panel are depressed
to the ON position.
Hydraulic: The center and left hydraulic system are pressurised.
The centre hydraulic pressure is used by the left yaw damper
module and the right servo while the left hydraulic pressure is
used by the right yaw damper module and the left servo.
Interfacing systems: The operation of the following interfacing
systems is required: Air data computers (ADCs); Inertial
reference system (IRUs): The three IRUs need to be aligned and
in the NAV mode; EICAS: Status page; Air ground relays:
Ground mode.
NOTE: The left yaw damper servo is located on the right side and
the right yaw damper servo is located on the left side
looking from the rear of the aircraft.
After power-up of the yaw damper modules, insure a successful
completion of the power-up test by observing that the yaw damper
switch INOP amber lights are extinguished, no L(R) YAW
DAMPER messages appear on EICAS and the LED display
illuminates NO FAULTS or NO FAULTS NOW messages.
M0007C7B.PST
INOP LIGHT ON FOR

L YAW DAMPER
R YAW DAMPER
L
3
YAW DAMPER
L
ON
INOP
ON
INOP
w
a
RUDDER
POSITION
INDICATOR
RUD

AIL
ELEV
AIL
IRU
DADC YD ACT
LVDT AIR/GRD
HYD
PRESS
RESET
YDM
DISPLAY
RESET
YAW DMPR
L
EICAS DISPLAY
UNITS
BOEING
P/A 285T0013
SERIAL NO.
BOEING

R
P61

62721AWA
YAW DAMPER TESTING

g62721aw
(Continued)
YAW DAMPER TESTING

(Continued)
Operation (Continued)
Move the yaw damper test switch to the L or R position and
observe the following:
Both yaw damper switch INOP amber lights are illuminated.
Both level C advisory messages L YAW DAMPER and R
YAW DAMPER appear on EICAS.
The LED display illuminates the TEST RUNNING message on
the tested module.
On the EICAS status page, observe the rudder movement to 3
degrees right then 3 degrees left and return to the neutral faired
position.
Both yaw damper switch INOP amber lights extinguish.
Both EICAS level C advisory messages disappear.
The LED display illuminates the NO FAULTS or NO FAULTS
NOW message.
If any IRU input is not within limits, the FAULTS NOW message
is illuminated on the LED display and the maintenance message
YAW DAMPER appears on EICAS. The yaw damper switch
INOP amber lights are extinguished at completion of the test if
only one IRU provides correct input signals. Review of the fault by
depressing the DISPLAY button on the face of the module
illuminates the fault message L (C, R) IRU on the LED display.
If the preflight test fails, the yaw damper switch INOP amber light
remains illuminated for the faulted system, the applicable level C
message remains on EICAS, the LED display illuminates the
solenoid valve preventing the yaw damper servo operation.
M0007C7B.PST
INOP LIGHT ON FOR

L YAW DAMPER
R YAW DAMPER
L
3
YAW DAMPER
L
ON
INOP
ON
INOP
w
a
RUDDER
POSITION
INDICATOR
RUD

AIL
ELEV
AIL
IRU
DADC YD ACT
LVDT AIR/GRD
HYD
PRESS
RESET
YDM
DISPLAY
RESET
YAW DMPR
L
EICAS DISPLAY
UNITS
BOEING
P/A 285T0013
SERIAL NO.
BOEING

R
P61

62721AWA
YAW DAMPER TESTING

g62721aw
(Continued)
YAW DAMPER BITE

YDM BITE Functions
Fault Reset
The YDMs isolate faults to the LRU level within the yaw damper
system and interfacing units. Faults are stored in the non-volatile
memory of the modules. DISPLAY and RESET buttons on the YDM
are used to recall and clear stored faults. Faults are indicated by
messages on a 12 character LED display.
The RESET button is pushed to clear the display and initiate the
power-up test. Pushing the DISPLAY button for 2 seconds resets the
display to the first existing message. Pushing the RESET and
DISPLAY buttons together clears the last flight leg faults from the
display. They can be displayed again by cycling YDM power ON
and OFF. The non-volatile memory of the YDM is cleared 30
seconds after a ground to air input.
Two different categories of faults are detected:

Present system faults which indicate real-time status of the
system.
Last flight leg faults which occurred between the last takeoff and
the following landing.
The last flight leg fault messages have an asterisk (*) on the left side
of the display to differentiate them from present faults.
Fault Review
To review faults, the DISPLAY button is pushed successively. A
message on the display indicates the status of faults. If there is no
fault, NO FAULTS is displayed. If there are faults, the message
FAULTS NOW indicates there are present faults. Pushing the
DISPLAY button recalls the faults one by one. The message NO
LEG FAULT would indicate there is no last flight leg fault in
memory. The message NO FAULT NOW followed by LAST LEG
indicates that there is no present fault but there are last flight leg
faults. The message FAULTS NOW is followed by the fault
messages. Then if the LAST LEG message appears, it indicates there
are last flight leg faults.
M0007CA3.PST
NO FAULTS
BOEING ELECTRONICS COMPANY

CAUTION:
* MEANS LAST
FLIGHT LEG
TO CLEAR LAST FLIGHT

LEG FAULTS PRESS &
HOLD DISPLAY BUTTON
& PRESS RESET
RESET
SYSTEM
FAULT
DISPLAY
DISPLAY
LEG FAULTS
ONLY
FAULTS NOW
AND LEG FAULTS
FAULTS NOW
NO FAULT NOW
FAULTS NOW
LIST OF
CURRENT
CHANNEL AND
LRU FAULTS
ENSURE FLT CONT (CSEU) AC AND DC

CBS ARE OPEN PRIOR TO REMOVAL OR
INSTALLATION OF THIS LRU
* L IRU
CLEAR FAULTS &

START INTERNAL
TEST (10 SECS)
NO FAULTS
FAULTS NOW
ONLY
NO LEG FAULT
LAST LEG
* LIST OF
LAST LEG
* CHANNEL AND
LRU FAULTS
PRESS TO REVIEW
EACH FAULT
LIST OF
CURRENT
CHANNEL AND
LRU FAULTS
LAST LEG
* LIST OF
LAST LEG
* CHANNEL AND
LRU FAULTS
PRESS FOR 2 SECS TO

REWIND DISPLAY.
DISPLAY BLANKS
30 SECS AFTER LAST
BUTTON PRESS
ENGLISH MESSAGES
NO FAULTS
NO FAULT NOW
FAULTS NOW
NO LEG FAULT
LAST LEG
TEST RUNNING
X X X X X (FAULT NOW MESSAGE)
* X X X X X (LAST LEG FAULT MESSAGE)
BITE FAULT MESSAGE LIST

YDM
ACCEL
CHAN CODE
L ADC
R ADC
ADC DIFF
AIRGND 1
AIRGND 2
AIRGND 1/2
AIRGND
26 VAC
L IRU
C IRU
R IRU
IRU DIFF
LVDT
YD ACT
HYD SWITCH
G62721AX
YAW DAMPER BITE

g62721ax
INTENTIONALLY BLANK
RUDDER PANELS
g62721ax
27.20 RUDDER RUDDER PANELS
RUDDER SURFACE TRAVEL

Rudder Travel Limits
Rudder surface travel limits are determined by internal stops in the
PCAs, aft quadrant stops and the position of the rudder ratio
changer mechanism. Inputs from the rudder pedals, trim actuator and
autopilot actuators are changed by the position of the rudder ratio
changer mechanism. yaw damper inputs are not affected by the
position of the ratio changer mechanism.
Low speed full travel is 26.5 degrees with the PCAs at full
stroke and the aft quadrant against the stop.
High speed (420 knots) full travel is approximately 2 degrees
with the aft quadrant against the stop.
Moving the test switch to TEST on either RRCM, positions the
ratio changer mechanism to a high speed (360 knots) rigging
position. Rudder should not move more than 0.03 inches during
test. Full travel of the rudder pedals in this test position would
allow 3.2 to 4.9 degrees of rudder travel.
Full time in-flight automatic rudder control is provided by two
yaw damper servos which have a maximum control capability of
approximately 3 degrees each.
Full trim actuator movement at low speed results in the rudder
moving 16.8 degrees with the trim actuator capable of providing
67 percent of maximum rudder movement. Aircraft with higher
thrust engines (RR RB211524H36 on ZX aircraft) have actuator
trim authority of 80 percent of maximum rudder movement with
a resulting rudder movement of 21.5 degrees.
NOTE: Always make sure the correct part number trim actuator is
fitted to the Aircraft.
Autopilot control is available only during autoland operation and is
limited to approximately 23 degrees.
M000794E.PST
INDEX PLATE
360 KNOTS - TEST SWITCH

3.2-4.9
5.38-7.99"
RUDDER
INDEX
PLATE
26.5
41.1"
MINIMUM
APPROX 3.0
YAW DAMPER
16.8
27 INCHES
FULL TRAVEL - LOW SPEED

(<150 KNOTS)
2.05
FULL TRIM - LOW SPEED

(67% TRIM ACTUATOR)
FULL TRAVEL - HIGH SPEED

(420 KNOTS)
80% TRIM ACTUATOR
21.5
34.1 INCHES
62721BDA
RUDDER SURFACE TRAVEL

g62721bd
INTENTIONALLY BLANK
RUDDER POSITION INDICATION
g62721bd
27.28 RUDDER RUDDER POSITION INDICATION
RUDDER POSITION TRANSMITTER

General Description
Operation
The rudder position transmitter is mounted on the vertical stabilizer

near the yaw damper summing mechanism. The transmitter is
powered by 28v ac and supplies a signal to the EICAS computers to
display the rudder position pointer on the status page. The transmitter
is held by a clamp that is bracket mounted to vertical stabilizer aft
spar structure. it is attached to the rudder front spar by an adjustable
rod. Access through panel 423EL, left side.
The position transmitter is a synchro unit whose rotor moves in

response to movement of the control surface. The position transmitter
is powered by 28v ac from the left bus. Electrical signals generated
by the rotor position are fed to the EICAS computers in the main
equipment centre (MEC).
Transmitter Failure
The control surface position display is available on the EICAS status

page. The rudder will be displayed on the left corner of the lower
EICAS screen. Rudder position indicator registers 30 left and right
rudder deflection. A tolerance of half an arrow at neutral is allowed.
If the transmitter is failed, there is no position pointer on the status

page. The rudder operation must be visually checked for each
dispatch of the airplane. Full rudder movement on the ground should
move the pointer to or past the left or right mark on the status page.
Surface Position Display
Transmitter Replacement
The transmitter has two index marks on the housing and one on the
shaft. With the rudder centered, the transmitter is inserted in the
mounting bracket with the marks aligned with the bracket mounting
holes. After installation the transmitter is adjusted to obtain a signal
of less than 50 millivolts by the null adjusting sleeve on the control
rod. The transmitter can also be adjusted by centering the pointer on
the status page.
M0007DC9.PST
SEE A
NULL
ADJUSTMENT
SLEEVE
LOWER PCA
(REF)
CRANK
YAW DAMPER
MECHANISM
(REF)
A
BRACKET
POSITION
TRANSMITTER
RUDDER
RATIO
CHANGER
MECHANISM
(REF)
BRACKET
MOUNTING
HOLES
RUDDER POSITION
TRANSMITTER
ELECTRICAL
CONNECTION
28V AC
L BUS
SHAFT
INDEX
MARK
RUDDER
POSN
(K16)
P11
NC
HOUSING
INDEX
MARKS
L EICAS
COMPUTER
M516 RUDDER
POSITION
TRANSMITTER
RUD
POSITION
TRANSMITTER
R EICAS
COMPUTER
AIL
CONTROL
ROD ASSY
ELEV
AIL
EICAS DISPLAY (P2)

DISPLAY
ENGINE STATUS
E8 EQUIPMENT
CENTRE
EICAS PANEL (P9)
62728AAA
RUDDER POSITION TRANSMITTER

g62728aa
INTENTIONALLY BLANK
RUDDER SYSTEM OPERATION SUMMARY
g62728aa
27.21 RUDDER RUDDER SYSTEM OPERATION SUMMARY
RUDDER SYSTEM OPERATION

Rudder Pedals
Ratio Changer
Pilot movement of the rudder pedals drives the aft quadrant assembly
with a pair of cables. Maximum pedal movement drives the aft
quadrant against the mechanical stop and moves the rudder 26.5
degrees in each direction at low airspeed and no air load.
The ratio changer mechanism provides a means of controlling the

inputs to the PCAs by varying the input to the PCAs based on
airspeed. The ratio changer actuator is controlled by rudder ratio
changer modules. At the high speed position, the ratio changer
mechanism limits rudder movement to a maximum of 2.15 degrees.
Autopilot
Power Control Actuators (PCA)
Autopilot inputs cause the three directional roll out autopilot servos
to drive the aft quadrant assembly. Autopilot inputs are provided in
the autoland mode only and can command the rudder to
approximately 23 degrees. Inputs backdrive the cable system to
provide input to rudder pedal steering.
Three PCAs move the rudder each using a different hydraulic

system. The left hydraulic system pressure to the middle PCA passes
through the ratio changer actuator. If the ratio changer function is
failed, the middle PCA is depressurized. Each PCA has an override
in the input linkage to its control valve.
Trim
System Adjustments
Trim inputs from the flight deck control switch drive the aft quadrant
assembly and provide a maximum rudder movement of 16.8 degrees.
Trim operation backdrives the cables and rudder pedals.
Yaw Damper
Yaw damper inputs from two servos operate the yaw damper
summing mechanism. These inputs are summed with other rudder
control inputs. yaw damper inputs do not backdrive the cable system.
Each servo has a maximum authority of approximately 3 degrees of
rudder travel. There are shear rivets in the yaw damper servo output
to the rudder control system.
Eight rig pins are provided for adjusting the rudder system. Pins 1, 2
and 3 are used to adjust the pedals. Pins 3 and 4 are used to adjust
the cables. Pin 4 sets the aft quadrant to neutral. Pin 6 and 7 are
used to adjust the ratio changer mechanism. Pins 5 and 8 are used to
adjust the PCAs to neutral and to provide the summing linkage
preload.
Primary Control Path

A crush core load limiter prevents damage to the primary control
path in the event of a system jam.
M0007A25.PST
CENTER RUDDER
POWER CONTROL
ACTUATOR
UPPER RUDDER
POWER CONTROL
ACTUATOR
UPPER
PCA
RUDDER
FWD
ACCESS
DOOR
YAW DAMPER
AND RUDDER
RATIO CHANGER
MECHANISMS
PEDAL
ADJUSTMENT
CRANKS
R-2
LOWER RUDDER
POWER CONTROL
ACTUATOR
FIN REAR
SPAR (REF)
324LL
324JL
324GL
324EL
324BL
AUTOPILOT SERVOS,
RUDDER FEEL, CENTERING
AND TRIM MECHANISM
FIRST OFFICERS
RUDDER PEDALS
R-5
RUDDER
HINGE
FITTING
(REF)
R-8
PEDAL ADJ
MECHANISM
CAPTAINS
RUDDER PEDALS
TEMPERATURE
COMPENSATION
LINKAGE
R-3
R-1
RA
CENTER
PCA
TO NOSEWHEEL
STEERING
LOWER
PCA
RB
YAW DAMPER
SERVOS
FWD QUADRANT
RUDDER POSITION
TRANSMITTER
RUDDER RATIO
CHANGER
MECHANISM
FWD
YAW DAMPER
MECHANISM
TRIM
ACTUATOR
R-4
RIG PIN
FEEL,
CENTERING
AND TRIM
MECHANISM
DIRECTIONAL
AUTOPILOT SERVOS
R-7
R-6
62720AFA

g62720af
27.21 RUDDER RUDDER SYSTEM OPERATION SUMMARY

(Continued)
Secondary Control Path

A spring override is provided in the yaw summing linkage to prevent
damage to the secondary control path in the event of a system jam
and to eliminate backlash of the dual path linkage.
M0007A25.PST
CENTER RUDDER
POWER CONTROL
ACTUATOR
UPPER RUDDER
POWER CONTROL
ACTUATOR
UPPER
PCA
RUDDER
FWD
ACCESS
DOOR
YAW DAMPER
AND RUDDER
RATIO CHANGER
MECHANISMS
PEDAL
ADJUSTMENT
CRANKS
R-2
LOWER RUDDER
POWER CONTROL
ACTUATOR
FIN REAR
SPAR (REF)
324LL
324JL
324GL
324EL
324BL
AUTOPILOT SERVOS,
RUDDER FEEL, CENTERING
AND TRIM MECHANISM
FIRST OFFICERS
RUDDER PEDALS
R-5
RUDDER
HINGE
FITTING
(REF)
R-8
PEDAL ADJ
MECHANISM
CAPTAINS
RUDDER PEDALS
TEMPERATURE
COMPENSATION
LINKAGE
R-3
R-1
RA
CENTER
PCA
TO NOSEWHEEL
STEERING
LOWER
PCA
RB
YAW DAMPER
SERVOS
FWD QUADRANT
RUDDER POSITION
TRANSMITTER
RUDDER RATIO
CHANGER
MECHANISM
FWD
YAW DAMPER
MECHANISM
TRIM
ACTUATOR
R-4
RIG PIN
FEEL,
CENTERING
AND TRIM
MECHANISM
DIRECTIONAL
AUTOPILOT SERVOS
R-7
R-6
62720AFA

g62720af
(Continued)
LAST PAGE

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B767

Electrical / Instrument Book 11

B767 ELECTRICAL / INSTRUMENT BOOK 11 Page 2

THESE NOTES ARE INTENDED FOR INSTRUCTIONAL PURPOSES ONLY

B767 Electrical / Instrument Book 11 Page 3

B767 ELECTRICAL / INSTRUMENT BOOK 11 Page 4

B767 Electrical / Instrument Book 11 Page 5

27.40 HORIZONTAL STABILIZER INTRODUCTION

B767 ELECTRICAL / INSTRUMENT BOOK 11 Page 6

HORIZONTAL STABILIZER - INTRODUCTION

HORIZONTAL STABILIZER - INTRODUCTION

B767 Electrical / Instrument Book 11 Page 7

27.41 HORIZONTAL STABILIZER INTRODUCTION

B767 ELECTRICAL / INSTRUMENT BOOK 11 Page 8

HORIZONTAL STABILIZER TRIM SYSTEM

ADC : AIR DATA COMPUTER

HORIZONTAL STABILIZER TRIM SYSTEM

B767 Electrical / Instrument Book 11 Page 9

27.41 HORIZONTAL STABILIZER INTRODUCTION

B767 ELECTRICAL / INSTRUMENT BOOK 11 Page 10

HORIZONTAL STABILIZER TRIM BLOCK DIAGRAM

Stabilizer Trim and Aileron Lockout Modules (SAM)

Hydraulic motors power a ballscrew actuator assembly to drive a

Stabilizer movement is controlled manually by the pilot or by the

Manual Electric Trim

STANDBY MANUAL TRIM COMMANDS

HYDRAULIC CUTOUT SWITCHES

AUTO TRIM COMMANDS

TRIM CONTROL SIGNAL

EICAS COMPUTER (2)

AUTO TRIM COMMANDS

TRIM CONTROL SIGNAL

ADC : AIR DATA COMPUTER

HORIZONTAL STABILIZER TRIM BLOCK DIAGRAM

B767 Electrical / Instrument Book 11 Page 11

27.41 HORIZONTAL STABILIZER INTRODUCTION

B767 ELECTRICAL / INSTRUMENT BOOK 11 Page 12

HORIZONTAL STABILIZER TRIM BLOCK DIAGRAM

Manual Electric Trim

The arm signal is directed through cutoff switches, controlled by

Limit Switch and Position Transmitter Modules (3)

STANDBY MANUAL TRIM COMMANDS

HYDRAULIC CUTOUT SWITCHES

AUTO TRIM COMMANDS

TRIM CONTROL SIGNAL

EICAS COMPUTER (2)

AUTO TRIM COMMANDS

TRIM CONTROL SIGNAL

ADC : AIR DATA COMPUTER

HORIZONTAL STABILIZER TRIM BLOCK DIAGRAM

B767 Electrical / Instrument Book 11 Page 13

27.41 HORIZONTAL STABILIZER INTRODUCTION

B767 ELECTRICAL / INSTRUMENT BOOK 11 Page 14

HORIZONTAL STABILIZER TRIM SYSTEM COMPONENT LOCATIONS

Forward Equipment Compartment

Main Equipment Centre

Components: Two alternate electric trim switches are located on

QUADRANT STAND (P10)

MAIN EQUIP CTR

LIMIT SWITCH &

767-200 and EARLY 767-300 A/C ONLY

767-300 AIRCRAFT ONLY (VH-OGE & ON)