Ata Chapter 27 Flight Controls

Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
LINE /BASE MAINTENANCE
ATA CHAPTER 27 FLIGHT CONTROLS

27-00 GENERAL
GENERAL ................................................................................................................................................ 8
Primary Flight Controls......................................................................................................................... 9
Secondary Flight Controls..................................................................................................................... 9
Spoilers.................................................................................................................................................. 9
Stall Warning and Prevention................................................................................................................ 9
Gust Lock .............................................................................................................................................. 9
27-10 AILERON CONTROLS AND TRIM
10
General ................................................................................................................................................ 10
Aileron Controls.................................................................................................................................. 11
Aileron Trim........................................................................................................................................ 11
INTERFACE TO OTHER SYSTEMS ................................................................................................... 11
Roll Spoiler System............................................................................................................................. 11
Indicating/Recording Systems............................................................................................................. 11
Autoflight ............................................................................................................................................ 11
AILERON CONTROLS
12
FUNCTIONAL DESCRIPTION ............................................................................................................ 12

LH and RH Control Wheels ................................................................................................................ 13
Control Cables..................................................................................................................................... 13
Pulleys ................................................................................................................................................. 14
LH and RH Cable Tension Regulators................................................................................................ 14
LH and RH Transition Units ............................................................................................................... 15
Aileron Disconnect Unit...................................................................................................................... 15
Quadrant Assembly ............................................................................................................................. 16
Levers and Bellcranks ......................................................................................................................... 17
Control Rods........................................................................................................................................ 17
Aileron Disconnect Microswitch 7CW ............................................................................................... 18
LH and RH Aileron Position Transmitters 5CX and 4CX.................................................................. 18
OPERATION(refer to Fig. 3, Fig. 5, Fig. 7)........................................................................................... 18
Power Supplies.................................................................................................................................... 18
Aileron Controls.................................................................................................................................. 18
Flight Compartment Controls.............................................................................................................. 18
Flight Compartment to Upper Center Fuselage Control Run.............................................................. 18
Regulation of Cable Tension in Fuselage Control Run....................................................................... 18
Aileron Controls from Transition Units to Wing Roots...................................................................... 19
Aileron Controls from Wing Root to Aileron ..................................................................................... 19
Effectivity:
328-100 Mod.10
- FOR TRAINING PURPOSES ONLY TM-Flight Controls
Page: 27-1
Issue: 08/95 ETM/ETX
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
RH Aileron Servo Tab .........................................................................................................................20

LH Aileron Trim/Servo Tab ................................................................................................................20
SYSTEM INDICATIONS .......................................................................................................................21
Aileron Position Indicating ..................................................................................................................21
Aileron Disconnect Unit Monitoring ...................................................................................................21
AILERON TRIM
23
FUNCTIONAL DESCRIPTION .............................................................................................................23

Aileron Trim Actuator 4CC (refer to Fig. 9) .......................................................................................23
Trim Control Panel 10CC ....................................................................................................................24
Main Aileron Trim Switch 2CC...........................................................................................................24
Standby Aileron Trim Switch 12CC....................................................................................................25
Aileron Trim Reset Switch/Light 17CC ..............................................................................................25
Trim Test Switch 50CC .......................................................................................................................25
OPERATION...........................................................................................................................................25
Power Supplies.....................................................................................................................................25
System Power-Up ................................................................................................................................25
Aileron Trim ........................................................................................................................................28
Standby Trim/Main Lockout Circuit Status.........................................................................................31
27-20 RUDDER CONTROLS AND TRIM
32
GENERAL...............................................................................................................................................32
Rudder Controls ...................................................................................................................................32
Rudder Trim.........................................................................................................................................33
INTERFACE TO OTHER SYSTEMS....................................................................................................33
Navigation System ...............................................................................................................................33
Communications ..................................................................................................................................33
Autoflight.............................................................................................................................................33
RUDDER CONTROLS
34

LH and RH Rudder Pedal Assemblies.................................................................................................35
LH and RH Pedal Adjustment Assemblies..........................................................................................35
LH and RH Forward Quadrant Assemblies .........................................................................................36
Pulleys..................................................................................................................................................36
Control Rods ........................................................................................................................................36
Levers and Bellcranks..........................................................................................................................37
Pressure Bulkhead Fairleads ................................................................................................................37
Aft Quadrant Assembly .......................................................................................................................37
Spring Tab Lever Assembly ................................................................................................................38
Rudder Limiter Actuator 7CL..............................................................................................................38
TEST TAB LOCK Switch/Light 2CL .................................................................................................39
RUD LIMIT Switch/Light 5CL ...........................................................................................................40
Current Detector 16CX ........................................................................................................................40
Rudder Position Transmitter 19CX......................................................................................................40
OPERATION...........................................................................................................................................40
Power Supplies.....................................................................................................................................40
Page: 27-2
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
System Power-Up................................................................................................................................ 41
Rudder Controls .................................................................................................................................. 41
Electrical Control of Rudder Limiter .................................................................................................. 43
SYSTEM INDICATIONS ...................................................................................................................... 44
Rudder Position Indicating.................................................................................................................. 44
Rudder Limiter Monitoring................................................................................................................. 45
RUDDER TRIM
48

Rudder Trim Switch 22CC.................................................................................................................. 48
Trim Test Switch 50CC....................................................................................................................... 49
Rudder Trim Actuator 25CC............................................................................................................... 50
OPERATION .......................................................................................................................................... 50
Power Supplies.................................................................................................................................... 50
System Power-Up................................................................................................................................ 50
Rudder Trim (refer to Fig. 27)............................................................................................................. 51
T rim Position Indicating..................................................................................................................... 54
Rudder Trim Selection Status.............................................................................................................. 54
27-30 ELEVATOR CONTROLS AND TRIM
55
GENERAL .............................................................................................................................................. 55
Elevator Controls................................................................................................................................. 56
Elevator Trim ...................................................................................................................................... 56
Indicating/Recording Systems............................................................................................................. 56
Navigation System .............................................................................................................................. 56
Auto Flight System.............................................................................................................................. 56
ELEVATOR CONTROLS
57

LH and RH Control Column ............................................................................................................... 58
LH and RH Cable Tension Regulator ................................................................................................. 59
Control Cables..................................................................................................................................... 59
Pulleys ................................................................................................................................................. 59
Control Rods........................................................................................................................................ 59
Levers and Bell cranks ........................................................................................................................ 59
Pressure Bulkhead Fairleads ............................................................................................................... 59
Quadrant Assembly ............................................................................................................................. 60
Elevator Disconnect Unit .................................................................................................................... 61
Elevator Disconnect Micro switch 8CW............................................................................................. 61
LH and RH Elevator Position Transmitters 25CX and 26CX............................................................. 62
OPERATION .......................................................................................................................................... 62
Power Supplies.................................................................................................................................... 62
Elevator Controls................................................................................................................................. 62
Flight Compartment to Vertical Stabilizer Control Run ..................................................................... 62
LH and RH Elevator Tab..................................................................................................................... 63
Effectivity:
328-100 Mod.10
Page: 27-3
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Elevator Position Indicating.................................................................................................................63

Elevator Disconnect Unit Monitoring..................................................................................................63
ELEVATOR TRIM
65

LH (RH) Elevator Trim Actuator 53CC (52CC) .................................................................................66
Main Elevator Trim Switches 33CC....................................................................................................67
Standby Elevator Trim Switch 63CC...................................................................................................68
Elevator Trim Reset Switch/Light 69CC.............................................................................................68
Trim Test Switch 50CC .......................................................................................................................68
OPERATION...........................................................................................................................................68
Power Supplies.....................................................................................................................................68
System Power-Up ................................................................................................................................68
Trim Control ........................................................................................................................................69
Main Trim Control...............................................................................................................................69
Standby Trim Control and Main Trim Lockout...................................................................................69
Actuator Speed Control........................................................................................................................72
Main Trim Runaway Override.............................................................................................................73
Runaway Override Test .......................................................................................................................73
Main Trim Circuit Fault Protection .....................................................................................................74
Standby Trim Circuit Fault Protection.................................................................................................74
Auto-Trim ............................................................................................................................................75
Trim Position Indicating ......................................................................................................................76
Trim Synchronization ..........................................................................................................................76
Trim Speed Mode Indicating ...............................................................................................................77
Standby Trim/Main Lockout Circuit Status.........................................................................................79
Trim Actuator Status............................................................................................................................79
27-33 STALL WARNING AND PREVENTION
80
GENERAL...............................................................................................................................................80
Angle of Attack Information................................................................................................................81
Stall Warning Computing ....................................................................................................................81
Stick Shaker .........................................................................................................................................81
Stick Pusher..........................................................................................................................................81
System Inhibition on Ground and below 100 ft Radar altitude ...........................................................81
Stick Pusher Disarm.............................................................................................................................82
Autopilot Disengagement ....................................................................................................................82
System Test..........................................................................................................................................82
System Monitoring and Indicating.......................................................................................................82
INTERFACE TO OTHER SYSTEMS....................................................................................................83
Auto Flight System (Chapter 22).........................................................................................................83
Communications (Chapter 23).............................................................................................................83
LH (RH) AOA Sensor 2WH (12WH)..................................................................................................84
LH (RH) Stick Shaker 6WH ................................................................................................................85
Stick Pusher 25WH..............................................................................................................................85
LH (RH) Stall Warning Test Switch 7WH (17WH)............................................................................86
Pusher Disarm Switch/Light 22WH ....................................................................................................87
Pusher Reset Switch 24WH .................................................................................................................87
Page: 27-4
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
OPERATION .......................................................................................................................................... 87
Power Supplies.................................................................................................................................... 87
System Power-Up................................................................................................................................ 87
Power-Up Test..................................................................................................................................... 89
System Test ......................................................................................................................................... 89
Stall Warning Computing.................................................................................................................... 90
Stick Shaker Operation........................................................................................................................ 91
Stick Pusher Operation........................................................................................................................ 91
General ................................................................................................................................................ 93
AOA Sensor Status.............................................................................................................................. 93
AOA Comparison................................................................................................................................ 93
Shaker Status ....................................................................................................................................... 94
Pusher Status ....................................................................................................................................... 94
27-50 FLAPS
97
GENERAL .............................................................................................................................................. 97
Hydraulic Power (Chapter 29) ............................................................................................................ 98
Landing Gear (Chapter 32).................................................................................................................. 98
Navigation (Chapter 34)...................................................................................................................... 98
Indicating/Recording Systems (Chapter 31) ....................................................................................... 98
Flap Control Unit 2CG........................................................................................................................ 99
Flap Control Switch 3CG.................................................................................................................. 101
Flap Control Valve Manifold 4CG.................................................................................................... 102
LH and RH Flap Actuators................................................................................................................ 103
LH (RH) Flap Position Feedback Sensor 5CG (6CG) ...................................................................... 103
Torque Shaft...................................................................................................................................... 104
Relay 8CG ......................................................................................................................................... 104
OPERATION ........................................................................................................................................ 104
Electrical Power Supplies.................................................................................................................. 104
Hydraulic Power Supplies................................................................................................................. 104
System Power-Up.............................................................................................................................. 106
Power-Up Test................................................................................................................................... 106
Flap Operation................................................................................................................................... 107
SYSTEM INDICATIONS .................................................................................................................... 108
General .............................................................................................................................................. 108
System Operating Status Monitoring ................................................................................................ 109
System Reset ..................................................................................................................................... 109
Flap Position Indicating..................................................................................................................... 109
27-60 SPOILERS
111
GENERAL ............................................................................................................................................ 111

Ground Spoilers (optional)................................................................................................................ 112
Roll Spoilers...................................................................................................................................... 112
Indications ......................................................................................................................................... 112
INTERFACE TO OTHER SYSTEMS ................................................................................................. 112
Hydraulic Power (Chapter 29) .......................................................................................................... 112
Effectivity:
328-100 Mod.10
Page: 27-5
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
GROUND SPOILERS (OPTIONAL)
113
FUNCTIONAL DESCRIPTION ...........................................................................................................113

Valve Manifold 10CS ........................................................................................................................113
Ground Spoiler Actuators ..................................................................................................................115
Restrictor Relief Valves.....................................................................................................................116
Ground Spoiler Arm/Disarm Switch/Light 2CS................................................................................117
Microswitches 3CS/5CS/7CS/8CS ....................................................................................................117
Proximity Sensors 3CW/5CW (refer to Fig. 64)................................................................................118
OPERATION.........................................................................................................................................118
Electrical Power Supplies ..................................................................................................................118
Hydraulic Power Supplies..................................................................................................................118
System Power-Up ..............................................................................................................................118
System Pre-Takeoff Test....................................................................................................................118
Spoiler Inflight Inhibition ..................................................................................................................119
Landing Gear Circuit .........................................................................................................................119
Power Lever Circuit...........................................................................................................................119
Spoilers Disarm/Arm .........................................................................................................................122
Auto-Deployment on Landing ...........................................................................................................122
Auto-Deploy on Aborted Takeoff......................................................................................................122
Auto-Stow ..........................................................................................................................................122
Spoiler Lockout During Ground Manoeuvring..................................................................................122
SYSTEM INDICATIONS .....................................................................................................................123
Ground Spoiler Position Indicating....................................................................................................123
Spoiler Proximity Sensor Monitoring................................................................................................123
Ground Spoiler not Stowed................................................................................................................123
Ground Spoiler Control Circuit Armed .............................................................................................123
ROLL SPOILERS
125

LH and RH Roll Spoiler Actuators....................................................................................................125
LH (RH) Roll Spoiler Position Sensor 21CX (22CX).......................................................................127
Double Shuttle Valve.........................................................................................................................127
OPERATION.........................................................................................................................................128
Hydraulic Power Supplies..................................................................................................................129
Roll Spoiler Control...........................................................................................................................129
SYSTEM INDICATIONS .....................................................................................................................130
Spoiler Position Indicating.................................................................................................................130
27-70 GUST LOCK AND DAMPER
132
GENERAL.............................................................................................................................................132
Aileron and Elevator Control Gust Locks..........................................................................................132
Rudder Damper..................................................................................................................................133
Gust Lock Lever, Flexible Cables and Distribution Box...................................................................133
Aileron Controls Gust Lock...............................................................................................................134
Elevator Controls Gust Lock..............................................................................................................134
Rudder Damper..................................................................................................................................135
Page: 27-6
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
INDEX
137
LIST OF ILLUSTRATIONS
138
Effectivity:
328-100 Mod.10
Page: 27-7
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
27-00 GENERAL
GENERAL
Rudder
Trim Tab
Spring Tab
Aileron
Servo Tab
Roll Spoiler
Flap
Groundspoiler
(Option)
Elevator
TrimTabs
TrimTabs
Elevator
Groundspoiler
(Option)
Flap
Roll Spoiler
Trim/Servo Tab
Aileron
Fig. 1 Flight Controls - General Arrangement
Page: 27-8
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
This chapter provides information on those units and components which furnish a means of manually
controlling the flight attitude of the aircraft. The chapter is divided into sections containing detailed
information on the following flight control subsystems:
- Aileron Controls and Trim
- Rudder Controls and Trim
- Elevator Controls and Trim
- Stall Warning and Prevention
- Flaps
- Spoilers
- Ground Spoilers (Option)
- Roll Spoilers
- Gust Lock and Damper
Primary Flight Controls
The aircraft primary controls consist of conventional ailerons, elevators and rudder. The primary control
surfaces are moved manually by linkage systems consisting of cables, pulleys, levers and rods. Dual
controls are installed for the three primary controls. The elevator and aileron control runs are each
equipped with a disconnect unit. This allows the captain's and first officer's controls to be disconnected
from each other should one control run become jammed. The rudder pedals drive a Flettner-type spring
tab on the trailing edge of the rudder. At airspeeds up to 160 knots the rudder is deflected by aerodynamic
servo reaction from the tab. The rudder itself is not connected to the rudder pedals directly except at
airspeeds above 160 knots.
Secondary Flight Controls
The secondary flight controls consist of aileron, elevator and rudder trim systems and trailing edge flaps.
The aircraft is trimmed in the three axes by electro-mechanical actuators driving trim tabs. Roll trim is
achieved by a single actuator driving a tab on the left aileron. Pitch trim is achieved by a tab on each
elevator, each tab having its own actuator. Yaw trim is achieved by a single actuator driving a tab on the
trailing edge of the rudder. The flaps consist of one flap section on the trailing edge of each wing half.
The two sections are mechanically linked and are driven hydraulically.
Spoilers
For improved performance roll spoilers and ground spoilers are installed. The roll spoilers assist the
ailerons. Both sets of spoilers are located on the top surface of the wing and are driven hydraulically.
Stall Warning and Prevention
A stall warning and prevention system (stick shaker and stick pusher) is installed.
Gust Lock
The ailerons and elevators can be locked for parking by a lever in the flight compartment. The rudder
control system is equipped with a hydraulic gust damper which prevents damage to the structure when the
aircraft is parked in gusty conditions
Effectivity:
328-100 Mod.10
Page: 27-9
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
27-10 AILERON CONTROLS AND TRIM

General
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Fig. 2 Aileron - General Arrangement

This section provides information on that portion of the flight control system which controls the ailerons
and the aileron trim tab. Also included are the aileron and trim tab position indicating systems and the
aileron disconnect indicating system.
The section is divided into subsections containing detailed information on the following aileron and tab
subsystems:
- Aileron Controls
- Aileron Trim
Page: 27-10
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Aileron Controls
The aircraft is controlled about the roll axis by a conventional aileron control system. Two ailerons are
installed, one on the outboard trailing edge of each wing. The ailerons are manually operated by dual
control wheels. The linkage from the control wheels to the ailerons is by an arrangement of pulleys,
cables, quadrants, push-pull rods, levers and bellcranks. The maximum aileron movement is 30 up and
25 down. The captain's and first officer's aileron control runs are joined by a disconnect unit. This unit
allows the two control runs to be separated by the application of higher than normal input forces should
one control run become jammed.
Aileron Trim
The aircraft can be trimmed about the roll axis by a Trim/Servo-tab located on the inboard trailing edge of
the left aileron. The tab is driven by an electrically powered linear actuator installed in the trailing edge of
the wing. Due to the actuator attachment geometry the tab also functions as a servo tab to provide
aerodynamic assistance to flight crew roll commands.
The actuator is powered by two separate DC motors and controlled by either a main or a standby aileron
trim switch. Override circuits are provided to protect against a trim runaway. Test facilities are provided
for the override circuits.
INTERFACE TO OTHER SYSTEMS

Roll Spoiler System
The roll spoiler control actuators are connected by push-pull rods to the aileron control system.
Indicating/Recording Systems
The following functions of the aileron and tab subsystem are indicated on the electronic indicating,
caution and advisory system EICAS:
- the position of each aileron
- the status of the aileron disconnect unit
- the position of the aileron trim actuator.
Autoflight
Signals from the automatic flight control system (AFCS) are used to operate the ailerons when the aircraft
is flying under automatic control. Refer to (Chapter 22 - AUTO FLIGHT) for further details.
Effectivity:
328-100 Mod.10
Page: 27-11
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
AILERON CONTROLS
FUNCTIONAL DESCRIPTION
The aileron control subsystem consists of the following components:
FIN
Component
Panel
LH and RH control wheels
LH and RH cable tension regulators
120
LH and RH fairlead brackets
120
control cables
120
130
210
220
220
530
630
530
630
220
pulleys
control rods
levers and bellcranks
LH and RH transition units
7CW
4CX
5CX
Zone
210
aileron disconnect unit

quadrant assembly
aileron disconnect microswitch
RH aileron position transmitter
LH aileron position transmitter
Page: 27-12
250
632
532
Access Door
211-FZF
212-EZF
211-LFZ
212-KFZ
221-MFZ
222-EFZ
various
+
furnishing
panels
various
various
251-bt
252-bt
furnishing
panels
251-bt
252-bt
632-JB
532-JB
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
LH and RH Control Wheels
Transition Unit
Double Pulley
Turnbuckle
Control Cable
Pulley
Cable Tension Regulator
Fig. 3 Aileron - Control Wheels to Transition Units

The control wheels are of the horn type and are mounted with splined shafts on the top of the control
columns. Wheel movement is transmitted to the aileron control cable tension regulators beneath the flight
compartment floor by cables and pulleys.
Control Cables
The aileron control cables transmit the movement of the control wheels to the tension regulators and from
there to the transition units located on the passenger compartment roof between frames 25 and 26. The
cables are 7 x 19 flexible steel wire ropes made from corrosion resistant steel and have a nominal
diameter of 3.2 mm (0.13 in.).
The LH and RH aileron control runs each consist of eight separate cable sections. Each control wheel is
connected to its associated tension regulator by four sections. Each tension regulator is connected to its
associated transition unit by a further four sections. Cable sections are joined by turnbuckles and
terminated by swaged end fittings.
Effectivity:
328-100 Mod.10
Page: 27-13
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Pulleys
The control cables are guided by pulleys equipped with cable guards. The pulleys are made of a phenolic
material and run in sealed ball bearings.
A double pulley connected to the control wheel at the top of each control column and two single pulleys
at the base of the control column guide the cable run from the control wheel to the associated tension
regulator. The cable run from each tension regulator to the associated transition unit is guided by a total
of fifteen pulleys.
LH and RH Cable Tension Regulators
Notch for Aileron

Gust Lock
(LH Side Only)
Upper Arm
Compression Springs
Sliding Lever Assembly
Input Pulley
Compression Springs
Lower Arm
Fig. 4 Aileron - Cable Tension Regulator

The tension of the control cables installed in the flight control system must be maintained within specified
tolerances. Temperature effects cause the cables and the aircraft structure to expand and contract. The
expansion coefficient of the aluminium structure is higher than that of the steel cables. This means that
the cables tighten at high ambient temperatures and slacken at low ambient temperatures. Control cable
tension regulators compensate for these effects.
A control cable tension regulator is installed below the flight compartment floor in the captain's and first
officer's aileron control runs. The two tension regulators are identical in operation. Each regulator
automatically regulates the tension of the control cables between the regulator output quadrant and the
associated cable termination quadrants in the upper center fuselage. The tension regulator consists of a
shaft to which an input pulley and a spring compensator mechanism are firmly attached. An output
quadrant with separate upper and lower sections is installed on but not attached to the shaft. The two
sections are connected to each other by the compensator mechanism but are otherwise free to rotate on
the shaft. The compensator mechanism consists of two compression springs which act on a sliding lever
assembly. The sliding lever is connected to the upper and lower sections of the output quadrant by two
arms. If the control cables become tight the cables pull the two sections of the output quadrant towards
the shaft against the force of the springs. This effectively shortens the length of the cable run. If the cables
become slack the springs push the quadrant sections in the other direction to take up the slack.
The aileron gust lock engages with a notch in the LH (captain's) tension regulator.
Page: 27-14
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
LH and RH Transition Units

The transition units are installed in the roof section of the passenger compartment between frames 25 and
26. The units have two functions:
- they act as a connection point between the LH (RH) cable run in the fuselage and the rods in the LH
(RH) wing
- they act as pressure seals at the point where the control run exits the pressure compartment.
Each unit consists of a cable quadrant located in the pressure compartment and an output lever located in
the fairing between the fuselage and the wing. The quadrant and the lever are mounted on a common
shaft . The shaft bearing is installed in the passenger compartment roof and acts as the pressure seal. The
quadrant accepts the control inputs from the fuselage control cables and the lever transmits the movement
into the control rod run in the wing.
Aileron Disconnect Unit
Rod to RH Aileron Control

LH/RH Interconnect Rod
Autopilot Roll Servo Actuator

Cable Quadrant
Roll Disconnect Unit
Lever Assembly
Quadrant Output Lever
Quadrant Assembly
Rod to LH Aileron
Lever Assy Drive Rod

Fig. 5 Aileron - Transition Units to the Wingroot
Effectivity:
328-100 Mod.10
Page: 27-15
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Output to RH Aileron
Front Half
Transverse Rod to
LH Control Circuit
Rear Half
Command Input from RH Control Circuit
Fig. 6 Aileron - Disconnect Unit

The captain's and first officer's aileron control cable runs are routed completely separately along the left
and right sides of the fuselage respectively. They are joined by an interconnect rod in the wing center
section and an aileron disconnect unit located in the trailing edge section of the RH wing root. Under
normal circumstances the movement of one control wheel moves both ailerons and the other control
wheel. Should one aileron control become jammed the two control circuits can be separated by the
application of a higher than normal force to a control wheel.
The unit has two halves which are held engaged by a spring and cam arrangement. The front half has
levers for two push-pull rods. The lower lever is for the command input from the RH aileron control
circuit. The upper lever is for the output rod to the RH aileron. The rear half has a single lever for the
interconnect rod that joins the LH and RH control circuits. Under normal operating conditions the two
halves of the unit are firmly engaged and move together as a single unit. Should one of the aileron control
circuits jam, the two halves can be disconnected from each other by the application of a higher than
normal force at a control wheel. The disconnect force is 39 daN (87.7 lb). The applied force causes the
cam to override the spring force and move out of its detent. The two halves of the unit are now
disengaged, effectively isolating the jammed control circuit. In this situation the captain's control circuit is
connected to the left aileron only. The first officer's control circuit is connected to the right aileron only.
The aircraft can be controlled about the roll axis using the free control wheel. Once activated, the
disconnect unit can only be reset on the ground.
The unit has an integral microswitch 7CW which is operated if the disconnect unit is activated. The
switch sends a signal to EICAS
Quadrant Assembly
The quadrant assembly is installed in the trailing edge section of the LH wing root at rib 2. The assembly
consists of three levers and a cable quadrant all mounted on a common shaft. The lower lever accepts the
control inputs from the LH transition unit. The forward upper lever is the drive lever for the LH aileron
control run. The aft upper lever forms the connection point for the LH/RH aileron control interconnect
rod. The cable quadrant is the connection point for the autopilot roll servo to the aileron control run.
The control cable from the autopilot roll servo is connected to cable arms that extend from the upper and
lower sections of the cable quadrant. Because the control cable has no turnbuckles, the arms can be
adjusted with screws for setting the cable tension.
Page: 27-16
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Levers and Bellcranks
A
1
2
A
LH SIDE SHOWN, RH SIDE SIMILAR.
R0
R3
R4
R5
R6
R7
R8
R9
R 10
1. Interconnection Rod
2. Quadrant Assembly
3. Position Transducer
4. Aileron Drive Rod
5. Bellcrank
6. Rollspoiler Drive Rod
7. Disconnect Unit
R 11
R 12
3
R 12
R 13
4
R 14
R 15
R 16
R 17
R 18
R 19
R 20
Fig. 7 Aileron - Wing Root to Aileron

The control rods in the wing are supported by idler levers and bellcranks running in sealed ball bearings.
The connection points for the rod clevis ends are formed by self-aligning sealed ball bearings.
Control Rods
The aileron control run from the transition units in the upper center fuselage to their associated aileron is
formed by a series of aluminium push-pull control rods. Another rod forms the interconnection between
the LH (captain's) and RH (first officer's) aileron controls. The Servo-tab on each aileron is also
controlled by rods. Rod ends are either of the clevis or eye type. Eye type rod ends are equipped with selfaligning sealed ball bearings.
Effectivity:
328-100 Mod.10
Page: 27-17
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Aileron Disconnect Microswitch 7CW

A microswitch located in the aileron disconnect unit monitors the status of the unit and sends a discrete
signal to the EICAS when the disconnect unit is activated. The switch contacts are connected to ground
under normal operating conditions and open under aileron disconnect conditions.
LH and RH Aileron Position Transmitters 5CX and 4CX
An aileron position transmitter is installed for each aileron. The transmitters are installed on their
associated wing rear spar between ribs 17 and 18. Each transmitter is driven by a short rod connected to
the outboard idler lever in the aileron control run. The transmitters are identical 0 to 10 k three-wire
potentiometers whose resistance changes as a function of the aileron position. They send a variable
resistance signal to the EICAS for aileron position indicating.
OPERATION(refer to Fig. 3, Fig. 5, Fig. 7)

Power Supplies
Electrical power is not required for the aileron control system. Power for the indicating part of the system
is provided by the EICAS
Aileron Controls
Note:
The LH (captain's) and RH (first officer's) aileron controls from the flight compartment to the upper
center fuselage are similar. The operation of the LH side is described. Differences for the RH side are
covered in the text or given in brackets.
Flight Compartment Controls
The Control wheel movement is transmitted through the pulleys by a cable to the cable tension regulator
located at frame 9. The tension of this short cable run can be adjusted by turnbuckles. A notch is provided
in the aft portion of the LH cable tension regulator between the upper and lower quadrants. The aileron
gust lock engages with this notch to lock the aileron controls for gust protection when the aircraft is
parked.
Flight Compartment to Upper Center Fuselage Control Run
From the cable tension regulator, the control movement is continued aft below the flight and passenger
compartment floor by control cables and pulleys. The cables pass through guides in some frames under
the floor. Cable fairleads equipped with small pulleys are used to guide the cables through the machined
part of frame 24. The cable run is virtually straight as far as a point between frames 25 and 26. At this
point the cables are routed outboard and then upwards. The cable run now passes between the fuselage
skin and the passenger compartment furnishing panels and terminates at a transition unit on the passenger
compartment roof just left (right) of the aircraft centerline.
Regulation of Cable Tension in Fuselage Control Run
The continuous cable run from the cable tension regulators to the cable quadrants on the passenger
compartment roof is approximately 9.5 m (31 ft) long. Approximately 6.5 m (21 ft) of this is a virtually
straight horizontal run. The expansion coefficient of the aluminium structure is higher than that of the
steel cables. This means that the cables tighten at high ambient temperatures and slacken at low ambient
temperatures. The control cable tension regulators compensate for these effects.
Page: 27-18
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
The shaft of the tension regulator (and thus the regulator mechanism) is rotated by flight crew commands
acting on the input pulley. The movement is transmitted to the upper and lower sections of the output
quadrant by the arms of the regulator mechanism. The control cable is a two-part cable, each part being
attached to its associated quadrant section by a nipple. The two sections of the output quadrant are thus
allowed to move in relation to each other.
Under high ambient temperature conditions the control cables tighten. The cable tension pulls on the two
sections of the output quadrant and moves them in opposite directions on the shaft. The movement acts
through the arms and pulls the sliding lever assembly towards the shaft against the force of two
compression springs. This effectively shortens the length of the cable run. The sliding motion continues
until the spring compression is equal to the cable tension.
If the ambient temperature is low the cables slacken. The springs push the two sections of the output
quadrant in the other direction to take up the slack.
Aileron Controls from Transition Units to Wing Roots
The shaft of the transition unit on the LH side of the passenger compartment roof exits the fuselage
through a pressure tight fitting. A lever is fixed to the shaft out-side the fuselage. A push-pull rod
connected to the lever transmits the aileron commands to the quadrant assembly at LH wing station Y 600
(rib 2). A cable quadrant shares a common shaft with three levers on the quadrant assembly. The autopilot
roll servo is connected by a control cable to the aileron control run at this quadrant.
Two push-pull rods are connected to the upper levers of the quadrant assembly. The aft rod connects to
the aileron disconnect unit (at RH wing station Y 600 (rib 2). This rod forms the interconnection between
the LH (captain's) and RH (first officer's) aileron controls. The forward rod is the first of six push-pull
rods which form the control run from the wing root to the aileron drive bellcrank at LH wing station Y
7345.4 (between ribs 19 and 20).
The RH side is similar to the LH. The differences are:
- the disconnect unit replaces the quadrant assembly
- the control run starts with rod from the disconnect unit
- the interface to the autopilot is connected through the disconnect unit.
Aileron Controls from Wing Root to Aileron
Six push-pull rods - supported at intervals by idler levers and a bellcrank - form the control run from the
quadrant assembly in the LH wing root to the LH aileron drive bellcrank. The six rods are routed along
the aft face of the rear spar. A further push-pull rod is connected to the idler lever located on the rear spar
between ribs 15 and 16. This is the drive rod for the LH roll spoiler actuator. A short push-pull rod
connects the aileron drive bellcrank to the aileron control horn. The horn is attached to the underside of
the aileron.
The aileron position transmitter is driven by the outboard idler lever and indicates the aileron position on
the flight control system page on EICAS.
The control run in the RH wing starts with rod at the disconnect unit. Otherwise it is similar to the LH
wing control run.
Effectivity:
328-100 Mod.10
Page: 27-19
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
RH Aileron Servo Tab
B
B
Servo Tab Push-Pull Rods
Connection to Servo Tab
A
Servo Tab Push-Pull Rods
Reduction Lever in Aileron

Leading Edge
Connection to Wing Trailing Edge
Fig. 8 Aileron - Servo Tab

A Flettner-type servo tab is installed on the inboard trailing edge of the RH aileron. The tab is connected
by four short push-pull rods and a reduction lever to the structure of the wing trailing edge at
approximately station Y 6880 (just outboard of rib 18). The reduction lever is installed in the leading edge
of the aileron. The tab moves in the opposite direction to the aileron to provide aerodynamic assistance
for reduced pilot effort.
LH Aileron Trim/Servo Tab
Trim Tab Drive Rods
Reduction Lever in Aileron
Leading Edge
Connection to Trim Tab
Aileron Trim Actuator
Connection to Wing Trailing Edge
Fig. 9 Aileron - Trim/Servo Tab

Page: 27-20
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
An aileron trim tab is installed on the inboard trailing edge of the LH aileron. The dual-shaft trim actuator
is installed in the trailing edge of the wing. The actuator drives the tab through a reduction lever installed
in the leading edge of the aileron. The reduction lever is connected to the trim tab by twin push-pull rods.
Due to this attachment geometry the trim tab also functions as a Flettner-type servo tab in addition to its
function as a trim tab.
SYSTEM INDICATIONS
Certain components of the aileron control system send signals to EICAS. The signals are sent to data
acquisition units (DAUs) and are used:
- to display the position of the ailerons by synoptics
- to indicate the status of the aileron disconnect unit by a synoptic
- to display a caution message if the aileron disconnect unit is activated.
The position of the ailerons and the status of the disconnect unit are displayed on the FLIGHT
CONTROL page. The caution message is displayed on the CAS field of the primary EICAS page and on
the FLIGHT CONTROL page.
Aileron Position Indicating
An aileron position transmitter is installed for each aileron. Each transmitter is a three-wire potentiometer
whose resistance changes as a function of the aileron position. The LH transmitter sends resistance signal
to DAU 1 in the EICAS system for processing. The RH transmitter sends an identical signal DAU 2. The
resistance values correspond to the following aileron deflections:
- 0.5 k corresponds to an aileron up deflection of -30
- 5 k corresponds to aileron neutral
- 9.5 k corresponds to an aileron down deflection of +25.
The position of each aileron is indicated by a blue synoptic on the FLIGHT CONTROL page of the
EICAS. If the transmitter signal is invalid, the blue synoptic is replaced by an amber X. Under normal
operating conditions the LH and RH aileron synoptics are joined by a white bar. The bar changes to
amber if the aileron disconnect unit is activated below.
Aileron Disconnect Unit Monitoring
A micro switch 7CW in the aileron disconnect unit monitors the status of the unit. It sends a discrete
ground or open signal to DAU 1 for processing. The signal line is connected to ground under normal
operating conditions and open circuit if the disconnect unit is activated. If the captain's and first officer's
aileron control runs are disconnected:
- an amber AIL DISCONNECT caution message is displayed on the CAS field of the primary EICAS
page and on the FLIGHT CONTROL page
- on the FLIGHT CONTROL page the white bar which connects the LH and RH aileron synoptics
changes to amber.
CAS FIELD Indication
MFD PAGE Indication
Fault or Condition
AMBER
AMBER
AIL DISCONNECT
AIL DISCONNECT
white pointer against white

aileron scale
Effectivity:
328-100 Mod.10
Aileron disconnect unit activated
AMBER Bar
blue
Indicates position of Aileron
LH (RH) aileron synoptic
Invalid synoptic replaced by
an amber X RH aileron similar
white pointer against white Indicates aileron trim settings
aileron scale
Page: 27-21
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT

Honeywell
LH
RH
ELEVATOR
ELEV DISCONNECT
RUDDER LIMITED
AIL DISCONNECT
RUDDER
AILERON
TRIM
E
L
E
V
AIL
RUD
ROLL
NU
TRIM SPEED FAST
ND
ROLL
FLAP ASYM
FLAPS
12
0
20
32
SYSTEM 1 / 3
FLIGHT
CONTROL
HYDR
ENGINE
FUEL
NEXT
Fig. 10 Aileron - EICAS Indications - MFD System Page
Page: 27-22
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
AILERON TRIM
The aileron trim subsystem consists of the following components:
FIN
Component
Panel
1CC/11CC
circuit breaker
12VE
1CX
circuit breaker
18VE
2CC
main aileron trim switch
10CC
4CC
aileron trim actuator
5CC
trim runaway interlock relay LH
23VE
6CC
trim runaway override relay LH
23VE
7CC
trim runaway override relay RH
23VE
8CC
trim runaway interlock relay RH
23VE
9CC
aileron trim test relay
23VE
10CC
trim control panel
12CC
standby aileron trim switch
10CC
14CC
diodes
10CC
15CC
16CC
standby aileron trim control relay
23VE
17CC
aileron trim reset switch/light
10CC
50CC
trim test switch
30VE LH
Zone
210
210
210
532
210
210
210
210
210
210
210
210
Access Door
532-JB
210
210
210
Aileron Trim Actuator 4CC (refer to Fig. 9)

The aileron trim actuator is installed in the left wing trailing edge at approximately station Y 6880 (just
outboard of rib 18). The actuator has two separate DC motors (main and standby). The main motor is
controlled by the main trim switch 2CC and the standby motor by the standby trim switch 12CC. Only
one motor can operate at a time. An external electrical lockout circuit prevents the main motor from
operating when the standby motor is active. Internal limit switches for both motors stop actuator
movement before the mechanical limits are reached.
The rotary output of each motor is converted in a reduction gearbox to a dual shaft linear output. Total
shaft travel between the electrical limits is 26.8 mm (1.05 in.). The twin shafts of the actuator are
connected to a reduction lever arrangement in the leading edge of the aileron. Two push-pull rods
connected to the output side of the reduction lever transmit the actuator movement to the tab.
An integral synchro-type position transmitter in the actuator sends an aileron trim position indicating
signal to the EICAS.
Effectivity:
328-100 Mod.10
Page: 27-23
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Trim Control Panel 10CC
TRIM TEST
NH OVSP
TEST ENG
LH
FI
TEST
LH
ENG
RH
1
PLA FI
MADC
OFF
PLA FI
SSEC DISABLE
LH
AIL
RH
RESET
LH
AIL
RH
STBY
LH
RH
AIL
S
T
B
Y
PRESS
TO
RESET
T
R
I
M
RUD
STBY
OFF
ELEV
UP
ELEV
DN
UP
Fig. 11 Aileron Trim Controls - Trim Control

The trim control panel is installed in the aft LH section of the center pedestal. The panel interfaces with
the aileron, rudder and elevator trim circuits and has the following switches:
- main aileron trim switch 2CC
- standby aileron trim switch 12CC
- aileron trim reset switch/light 17CC
- rudder trim switch
- rudder trim on/off switch/light
- elevator trim reset switch/light
- standby elevator trim switch
Main Aileron Trim Switch 2CC
The main aileron trim switch is installed in the forward LH section of the trim control panel. The switch
is labelled LH AIL RH and contains two three-position center biased rocker switches. Both rocker
switches must be activated together to operate the aileron trim actuator. The two switches have a total of
eight sets of contacts (four per switch). Each contact of one rocker switch is connected in either series or
parallel with a contact in the other switch, making a total of four contact pairs.
Page: 27-24
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Standby Aileron Trim Switch 12CC

The standby aileron trim switch is installed in the forward RH section of the trim control panel. The
switch is labelled LH AIL RH and is identical to the main trim switch 2CC. It controls the standby motor
of the aileron trim actuator. A lockout circuit is activated when the standby trim switch is operated. This
circuit disables the main motor of the aileron trim actuator. The main motor remains disabled until the
reset switch/light 17CC is pressed.
Aileron Trim Reset Switch/Light 17CC
A lockout circuit disables the main trim motor when the standby trim motor is operated. The lockout
circuit remains active even after the trim operation has been completed. The main trim motor can be reenabled by pressing an aileron trim reset switch/light. The switch is labelled PRESS TO RESET and is
installed in the trim control panel between the two aileron trim switches . A white STBY AIL annunciator
in the front face of the switch comes on to indicate when the standby trim circuit - and thus the lockout
circuit - is active. The switch is guarded by a transparent spring-loaded cover.
Trim Test Switch 50CC
The trim test push switch is installed in the LH engine/propeller test panel 30VE located in the forward
LH section of the center pedestal. The switch is labelled TRIM TEST and is used to test the trim runaway
override circuits of the following systems:
- aileron trim actuator main motor
- rudder trim system
- elevator trim system
To test the aileron trim runaway override circuit, press and hold the TRIM TEST switch and then press
the main aileron trim switch to LH and then RH. If the runaway override circuits of the actuator main
motor are serviceable, the actuator will operate in the reverse direction to that commanded. When the test
switch is released the motor will start again in the commanded direction.
OPERATION
Power Supplies
The aileron trim subsystem is supplied with 28 VDC and 26 VAC electrical power as follows:
Component
BUS
circuit breaker
trim actuator main motor control and

power circuit
trim actuator standby control and power
circuit
trim actuator position indicating circuit
ESSENTIAL BUS 3PP
AIL TRIM 1CC
BUS 1 2PP
STBY AIL TRIM 11CC
AC BUS 4XP
AIL TRIM IND 1CX
No.
System Power-Up
The trim tab control and indicating circuits are energized when 28 VDC and 26 VAC are applied to the
aircraft bus system.
Effectivity:
328-100 Mod.10
Page: 27-25
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
ESS BUS-3PP
3A
AIL TRIM
1CC
A1
A5
Electrical Schematic for:
A3
2CC
B1
Main Trim Switch 2CC and

Stby Trim Switch 12CC
AIL
TRIM
LH
AIL
TRIM
RH
B5
2CC
A3
A2
50CC
B3
A7
A1 TRIMM
TEST
B7
A2
8CC
A2
(9)
A3
B2
9CC
(11)
A3
A1
A1
C2
8CC
B3
B1
C3
A3
A1
A1
7CC
(5)
(4)
C1
A2
X1
X1
X2
B2
5CC
A3
A1
B2
9CC
B3
B1
B3
C2
5CC
B1
(3)
C3
C1
B2
X1
16CC
(18)
6CC
X2
A2
A2
A2
5CC
A3
6CC
A1
7CC
A3
B1
X1
B3
X2
X1
9CC
8CC
X2
X2
G2
G3
50CC
G1
B2
B8
4CC
2CC
B4
A2
AIL
TRIM
ACTR
AIL
TRIM
LH
LH
FILTER
RH
AIL
TRIM
RH
M
NORMAL OPERATION
Br
A4
C = closes
O = opens
T = change over(transition)
B6
2CC
A8
A6
3
C O T
8
9
11
CO T
6
C O T
5
C O T
1
3
4
10
11
12
C O T
2
10
Fig. 12 Aileron Trim - Electrical Diagram (Sheet 1 of 3)
Page: 27-26
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
BUS 1-2PP
3A
11CC
STBY
AIL
TRIM
A1
A3
12CC
B1
A5
A7
AIL
TRIM
STBY
B5
RH
AIL
TRIM
STBY
LH
12CC
B7
B3
C2
D2
16CC
D/N
E2
C3
C1
D3
D1
16CC
E3
E1
2LF
16CC
X1
X2
B
LH
LAMP
TEST
FILTER
RH
3CX
6CX
2CX
STBY
AIL
M
STBY OPERATION
4CC
B2
17CC
B8
A3
RESET
12CC
B4
A2
B6
AIL
TRIM
STBY
A8
RH
AIL
TRIM
STBY
LH
A4
13
12CC
A2
A1
A6
14
15
16
17
18
19
20
C O T
5
6
14
15
18
Effectivity:
328-100 Mod.10
Page: 27-27
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
26VAC-BUS-6XP
1A
1CX
AIL TRIM
IND
1TU
11TU
DAU 1
SIGN 34
H
S2
R1
SIGN 609
4CC
CCW 5CX CW
AIL POSIT POTI
LH
S1
R2
S3
BK/W
ACTR POSIT SENSOR
21
SIGN 41
DAU 2
22
23
24
W
CCW 4CX CW
AIL POSIT POTI
RH
25
26
27

Aileron Trim
Main Trim Circuit
The main motor of the aileron trim actuator is controlled by the main aileron trim switch 2CC. If
both rockers of the switch are held to LH (left wing down), the following contacts operate:
- series contacts A1/A3 and B1/B3 close and supply 28 VDC to the left wing down circuit
- parallel contacts A2/A4 and B2/B4 open and remove the ground from the right wing down
circuit.
28 VDC is now supplied to the left wing down side of the motor through:
Page: 27-28
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
- contacts A3/A2 of relay 7CC

- the contacts of the actuator LH internal limit switch.
The ground circuit for the motor is provided by either:
- the contacts of the actuator RH internal limit switch (and then direct to ground if the actuator is
at its maximum RH travel)or by the following series circuit:
- the contacts of the RH internal limit switch
- contacts B3/B2 of relay 16CC
- the parallel contacts B8/B6 and A8/A6 of the main trim switch 2CC.
The motor runs in the commanded direction (drives the trim tab down) until either the trim switch is
released or until the LH internal limit switch operates. The operation sequence is similar in reverse
when right wing down is commanded.
Main Trim Runaway Override Circuits
An electrical fault in the actuator control circuitry, such as sticking contacts in the main trim switch,
could cause a trim runaway. Override circuits ensure that a main trim motor runaway can be stopped
and reversed by instinctive operation of the main trim switch in the opposite direction to the
runaway.
The following example describes the operation of the circuit in the event of a runaway towards left
wing down.
Relay 5CC is the LH trim runaway interlock relay. It is energized when the main trim switch is held
to the LH position. If contacts A1/A3 and B1/B3 of the main trim switch 2CC stick closed when the
switch is released, the trim actuator will run uncommanded towards left wing down and relay 5CC
will remain energized. The relay has three sets of contacts:
- contacts C2/C1 close and arm the test circuit
- contacts B2/B3 open and disable the coil circuit of relay 8CC (8CC is the RH trim runaway
interlock relay)
- contacts A2/A1 close and arm the coil circuit of the trim runaway override relay 7CC.
The trim runaway will be indicated to the flight crew by the continuing left roll and by the aileron
trim position indicator on the EICAS. The runaway can be stopped and reversed by holding the main
trim switch to the RH position. This action energizes relay 7CC through contacts A2/A1 of 5CC.
The contacts of 7CC replace the 28 VDC power supply to the left wing down side of the main trim
motor with a ground connection. 28 VDC is now supplied to the right wing down side of the motor
through:
- contacts A5/A7 and B5/B7 of the main trim switch 2CC
- the contacts of the actuator RH internal limit switch.
- the contacts of the actuator LH internal limit switch (and then direct to ground if the actuator is
at its maximum LH travel) or by the following series circuit:
- the contacts of the LH internal limit switch
- contacts A2/A1 of relay 7CC.
The motor drives the trim tab up (right wing down) until either the trim switch is released or until the
RH internal limit switch operates. If the fault still exists on the main trim switch when the switch is
released, the actuator will again run uncommanded towards left wing down. The main motor can be
disabled by momentarily operating the standby trim switch 12CC to LH or RH .
The operation sequence is similar in reverse if the trim runaway is to the right.
Effectivity:
328-100 Mod.10
Page: 27-29
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Runaway Override Test Circuit

The TRIM TEST push switch 50CC is used to test the trim runaway override circuits of the
following systems:
- aileron trim actuator main motor
To test the aileron trim runaway override circuit, press and hold the TRIM TEST switch and then
press the main aileron trim switch 2CC to LH and then RH. If the runaway override circuits of the
actuator main motor are serviceable, the actuator will operate in the reverse direction to that
commanded. When the test switch is released the motor will start again in the commanded direction.
The following example describes the operation of the circuit when the test switch is pressed and the
main aileron trim switch held to LH.
When the TRIM TEST switch is held pressed the trim test relay 9CC energizes. Relay 9CC has two
sets of contacts, one for the LH circuit and one for the RH. If the main trim switch is now held to the
L position, relay 5CC energizes. The RH trim runaway override relay 7CC energizes through the
following series circuit:
- contacts C2/C1 of relay 5CC
The contacts of 7CC remove the 28 VDC power supply from the left wing down side of the main
trim motor and replace it with a ground connection. The actuator stops. 28 VDC is now supplied to
the right wing down side of the motor through:
- the same circuit as the coil of relay 7CC (see above)
at its maximum LH travel)or by the following series circuit:
The motor now starts in the reverse direction and trims the aileron tab up (right wing down) until
either:
- the TRIM TEST switch 50CC is released
or
- the main aileron trim switch 2CC is released
or
- the RH internal limit switch operates.
The test sequence is similar in reverse when the main trim switch is held to RH.
Main Trim Motor Lockout Circuit
If for any reason the aileron main trim circuit is unserviceable, it can be disabled. This is done by
momentarily pressing the standby trim switch 12CC to either LH or RH. The standby aileron trim
control relay 16CC energizes and self-latches through its contacts E2/E1. The ground circuit for the
relay coil is provided through the RESET switch/light 17CC.
In addition to the contacts for the self-latching circuit, relay 16CC has four other sets of contacts.
Contacts C and D complete the circuits to the left and right wing down sides of the standby trim
motor. Contacts A and B disable the left and right wing down sides of the main trim motor . The
main motor is thus locked out until relay 16CC is de-energized by pressing the RESET switch/light.
This re-enables the main motor and disables the standby motor.
A white STBY AIL annunciator in the aileron trim reset switch/light indicates when the standby
aileron trim subsystem is active. The annunciator is controlled by contacts E2/E1 of relay 16CC .
Page: 27-30
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Standby Trim Circuit

The standby motor of the aileron trim actuator is controlled by the standby aileron trim switch 12CC.
If both rockers of the switch are held to LH (left wing down), the following contacts operate:
- series contacts A1/A3 and B1/B3 close and supply 28 VDC to the left wing down circuit
- parallel contacts A2/A4 and B2/B4 open and remove the ground from the right wing down
circuit.
The standby aileron trim control relay 16CC energizes and latches, disabling the main trim circuit
and switching on the STBY AIL annunciator as previously described.
28 VDC is now supplied to the left wing down side of the motor through:
The ground circuit for the motor is provided by:
at its maximum RH travel) or by the following series circuit:
- the contacts of the RH limit switch
- contacts D1/D2 of relay 16CC
- the parallel contacts B8/B6 and A8/A6 of the standby trim switch 12CC.
The motor runs in the commanded direction until either the trim switch is released or until the LH
internal limit switch operates. The operation sequence is similar in reverse when right wing down is
commanded.
SYSTEM INDICATIONS
The aileron trim actuator has an integral synchro-type position transmitter. The transmitter sends an
aileron trim position signal to data acquisition unit 1 (DAU 1) in the EICAS system for processing.
The aileron trim setting is indicated by a white pointer against an analogue scale on the primary and
FLIGHT CONTROL pages of the EICAS.
MFD PAGE
Indication
white pointer against white white pointer against
aileron scale
white aileron scale
Scale has white tic marks
Scale has white tic
every 25%.
marks every 25%.
Fault or Condition
Indicates aileron trim settings
Standby Trim/Main Lockout Circuit Status

A STBY AIL annunciator in the front face of the RESET switch/light 17CC indicates when the standby
trim circuit and the main trim lockout circuit are active.
Effectivity:
328-100 Mod.10
Page: 27-31
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
27-20 RUDDER CONTROLS AND TRIM

GENERAL
Rudder Trim Actuator
20
Rudder Position Transmitter
-24
Spring Tab Drive Mechanism

Quadrant Assembly
Spring Tab
Lock Actuator
Autopilot Servo
Cable Quadrants
Rudder Pedal Assemblies
Fig. 15 Rudder - General Arrangement

This section provides information on that portion of the flight control system which controls the position
and movement of the rudder and the rudder trim tab. Also included are the indicating systems for the
rudder position, the rudder limiter status and the trim tab position.
The section is divided into subsections containing detailed information on the following rudder and tab
subsystems:
- Rudder Controls
- Rudder Trim
Rudder Controls
The aircraft is controlled about the yaw axis by a rudder control system. At airspeeds below 160 knots the
dual rudder pedal assemblies are connected to a Flettner-type tab on the lower trailing edge of the rudder
through a torsion bar and lever assembly. Movement of the rudder pedals drives the tab in the opposite
sense to the yaw command and aerodynamic effects from the tab move the rudder in the commanded
sense.
Page: 27-32
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
At speeds above 160 knots the lever assembly is locked by an actuator controlled by micro air data
computers 1 and 2. The pedal assemblies are then effectively connected directly to the rudder and flight
crew commands are not assisted by the tab. This limits the rudder deflection at high airspeeds and
prevents structural overload conditions. The tab can be unlocked and the limiter actuator disabled by
manually operating a switch in the flight compartment. A facility is provided for testing the actuator.
The linkage from the pedal assemblies to the rudder and tab is by an arrangement of pulleys, cables,
quadrants, push-pull rods, levers and bellcranks. The control cables exit the pressure compartment
through pressure fairleads at the rear pressure bulkhead. Maximum rudder deflection is 24 right and 20
left.
Rudder Trim
The aircraft can be trimmed about the yaw axis by a trim tab located on the trailing edge of the rudder
immediately above the spring tab. The tab is driven by an electrically powered linear actuator installed in
the leading edge of the rudder.
The actuator is powered by a DC motor and controlled by a rudder trim switch in the flight compartment.
Override circuits are provided to protect against a trim runaway. Test facilities are provided for the
override circuits.
The rudder trim actuator can be disabled and re-enabled by a switch/light in the flight compartment.

Navigation System
The micro air data computers MADC 1 and 2 send discrete airspeed signals to the rudder limiter control
circuit.
Communications
An amber RUDDER LIMITED caution message is displayed on page 2 of the radio management unit
(RMU) if the rudder limiter is active at airspeeds lower than 155 knots.
Indicating /Recoording System
The following functions of the rudder and tab subsystem are indicated on EICAS:
- the position of the rudder
- the status of the rudder limiter
- the position of the rudder trim actuator.
Autoflight
Signals from the automatic flight control system (AFCS) are used to operate the rudder when the aircraft
is flying under automatic control. Refer to (Chapter 22 - AUTO FLIGHT) for further details.
Effectivity:
328-100 Mod.10
Page: 27-33
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
RUDDER CONTROLS
The rudder control subsystem consists of the following components:
FIN
Component
Panel
Zone
LH (RH) rudder pedal assemblies
210, 120
Access Door
123-AL, 211-FZF,
211GFZ, (122-AR,
212EFZ, 212-FZF)
LH (RH) pedal adjustment assemblies
210,120
123-AL, 211FZF,
(122-AR, 212-FZF)
LH (RH) forward quadrant assemblies
120
211-LZF, (212-KFZ
control rods
120, 320
various
control cables
120, 130,
various
140, 310
levers and bellcranks
120, 310
various
pulleys
120, 140,
various
310
pressure bulkhead fairleads
230
231-EFZ
LH (RH) fairlead brackets
130
221-FZF, (222-FZF)
aft quadrant assembly
310
312-AL, 324-AL
spring tab lever assembly
324
312-CL, 324-DL
torsion bar
324
324-AL, 324-DL
7CL
rudder limiter actuator
324
324-DL
2CL
TEST TAB LOCK switch/light
30VE (RH)
210
5CL
RUD LIMIT switch/light
32VE
210
3CL, 4CL
160 knot relay
22VE
210
6CL
manual rudder unlimit relay
22VE
210
9CL
stby motor inhibit relay
22VE
210
16CX
current detector
22VE
210
1CL, 8CL
circuit breakers
12VE
210
19CX
rudder position transmitter
322
322-BL
Page: 27-34
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
LH and RH Rudder Pedal Assemblies

Rudder Pedal
Pedal Pivot for Wheel Brakes
Pedal Adjust Handle
Rudder Pedal
Brake Actuating Rod

Rods to NWS
Rudder Command
Potentiometer
Pedal Ajustment
Assembly
Push/Pull Rods to
Quadrant Assembly
Fig. 16 Rudder Components - Pedal Assembly

The rudder pedal assembly is a conventional pedestal mounted unit. Rudder commands are transmitted
from the pedals to the forward quadrant assembly beneath the flight compartment floor by two push-pull
rods and an idler lever. The idler lever of the LH (captain's) pedal assembly has a connection for the nose
wheel steering potentiometer.
The pedals are mounted on pivots for controlling the wheel brakes. Brake actuating rods are connected to
a lever at the pivot point. A pedal spring is connected between the brake operating mechanism of each
pedal and the aircraft structure. The spring ensures that the brakes release when toe pressure is removed
from the pedal.
LH and RH Pedal Adjustment Assemblies
A pedal adjustment assembly allows the rudder pedals to be adjusted to cater for the individual
requirements of pilots. The pedals are adjusted by pulling a handle and allowing the pedals to move back
under spring pressure or pushing the pedals forward. When the handle is released the pedals lock in the
selected position. The handle is installed on a cover between the two rudder pedals.
Effectivity:
328-100 Mod.10
Page: 27-35
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
LH and RH Forward Quadrant Assemblies

Pressure
Bulkhead
Fairleads
Cable
Faileads
er ly
dd
Ru ssem
m
fro dal A
Pe
forward
Quadrant
Assembly
Control
Cables
Fig. 17 Rudder - forward Quadrant to Pressure Bulkhead

A quadrant assembly is installed below the flight compartment floor in the captain's and first officer's
rudder control run. Each assembly consists of a single cable quadrant and an input lever on a common
shaft. The push-pull rod from the associated rudder pedal assembly connects to the input lever. The
assemblies form the starting point for the LH and RH control cable runs to the rear fuselage.
Control Cables
The rudder control cables transmit the flight crew rudder commands from the forward quadrant
assemblies to the aft quadrant assembly at frame 49. The cables are 7 x 19 flexible steel wire ropes made
from corrosion resistant steel and have a nominal diameter of 3.2 mm (0.13 in.). The LH and RH cable
runs each consist of four separate cable sections. Cable sections are joined by turnbuckles and terminated
by swaged end fittings.
Pulleys
material and run in sealed ball bearings. The complete cable run from the forward quadrant to the
associated cable quadrant in the rear fuselage is guided by a total of twelve pulleys.
Control Rods
Each rudder pedal assembly is connected to its associated forward quadrant assembly by two aluminium
push-pull control rods. Two rods connect the aft quadrant assembly at frame 49 to the spring tab lever
assembly in the rudder, and a further two rods connect the lever assembly to the spring tab.
Page: 27-36
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Levers and Bellcranks

The two control rods connecting each rudder pedal assembly to the associated forward quadrant assembly
are supported by an idler lever. A bellcrank connects the two rods between the aft quadrant assembly at
frame 49 and the spring tab lever assembly in the rudder. Levers and bellcranks run in sealed ball
bearings. The connection points for the rod clevis ends are formed by self-aligning sealed ball bearings.
Pressure Bulkhead Fairleads
The rudder control cables exit the pressure compartment through special fairleads at the rear pressure
bulkhead. Each fairlead consists of a ball headed cable sleeve sandwiched between two plates. The plates
are fixed to a bracket installed on and sealed to the lower part of the pressure bulkhead. The cable passes
through the sleeve which acts as a cable seal.
Aft Quadrant Assembly
Bellcrank Assembly
Rudder Drive
Rod
Push-Pull Rod
LH Quadrant
RH Quadrant
Aft Quadrant
Assembly
Autopilot Yaw Servo
from
cen
ter
fus
ela
ge
Fig. 18 Rudder - from Pressure Bulkhead to Spring Tab
Effectivity:
328-100 Mod.10
Page: 27-37
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
The aft quadrant assembly is installed on the upper forward face of frame 49. It forms the interconnection
between the LH (captain's) and RH (first officer's) rudder controls. The assembly consists of a LH and a
RH cable quadrant and an output lever on a common shaft. The LH quadrant has two functions:
- it terminates the cable run from the captain's rudder pedals
- it forms the connection point for the control cable from the autopilot yaw servo.
The RH quadrant terminates the cable run from the first officer's rudder pedals. The output lever is the
connection point for a push-pull rod that continues the rudder commands into the vertical stabilizer.
Spring Tab Lever Assembly
Connection to Rudder
Spring Tab
Connection
upper Torsion Bar
Spring Tab
Drive Rods
Output Lever
Coupling Link
Input Lever
Spring Tab Locking Lever
Command Input Rod
Actuator Connection
to Rudder
Spring Tab Lock

Actuator
lower Torsion Bar
Fig. 19 Spring Tab Lever Assembly

The spring tab lever assembly is installed in the lower leading edge section of the rudder. The assembly
consists mainly of an input lever, a coupling link, an output lever and an upper and lower torsion bar. The
input lever shares the same pivot axis as the rudder and acts through the coupling link on the output lever.
The output lever is supported between the torsion bars and the rudder structure and has two functions:
- it drives the spring tab up to 160 knots as Flettner-Type (unlocked or not limited).
- it drives the rudder directly at airspeeds above 160 knots (locked or limited).
Rudder Limiter Actuator 7CL
The rudder limiter actuator is installed in the lower leading edge section of the rudder. The actuator has
two separate (normal and standby) DC motors whose output shafts are mechanically connected to each
other. The rotary output of the motors is converted in a reduction gearbox to a dual-shaft linear output.
The output shafts of the actuator are connected to the rudder structure. The actuator body is connected to
a locking lever. When the actuator is energized it moves the locking lever and either unlocks or locks the
spring tab lever assembly. When the assembly is locked the rudder pedal assemblies are effectively
connected directly to the rudder.
Page: 27-38
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
The control circuits for the two motors are mutually exclusive (external interlock circuits disable one
motor when the other motor is enabled). The normal motor is controlled by signals from micro air data
computers 1 and 2. The motor is driven automatically in either direction as follows:
- to retract the actuator and lock the spring tab above 160 knots (increasing airspeed)
- to extend the actuator and unlock the spring tab below 155 knots (decreasing airspeed).
The standby motor is controlled by the RUD LIMIT switch/light 5CL. The purpose of this motor is to
drive the actuator to the tab unlock position on a manual command from the flight crew. The standby
motor cannot drive the actuator to the tab lock position.
Internal limit switches for both motors stop actuator movement before the mechanical travel limits are
reached.
The actuator has an integral position transmitter. The transmitter is a three wire potentiometer whose
resistance changes as a function of the actuator position. The transmitter signal is used in conjunction
with the signals from the air data computers for indicating the status of the rudder limiter.
TEST TAB LOCK Switch/Light 2CL
Test Tab Lock Switch/Light 2CL
ACTR
GO
TEST
TAB
LOCK
AUX PUMP
RH
LH
ENG-TRIM
ENG
LH
ENG
RH
Rudder Limit Switch/Light 5CL

TRENDR
IMTREC
REFUEL QTY
QTY
ARM
EXCEED
REC/FDR
OFF
R
U
D
UNLIMIT
L
I
M
I
T
Fig. 20 Rudder - Limiter Controls

The TEST TAB LOCK switch is a press-to-test switch/light used to test the lock/unlock circuit of the
normal motor of the rudder limiter actuator. It is installed in the RH engine/propeller test panel 30VE
located in the forward RH section of the center pedestal.
Effectivity:
328-100 Mod.10
Page: 27-39
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
To test the lock circuit, press and hold the TEST TAB LOCK switch. If the circuit is serviceable, the
actuator runs to the lock position. This is indicated by an ACTR GO caption which comes on in the front
face of the switch. When the switch is released the actuator returns to the unlock position and the caption
goes out.
RUD LIMIT Switch/Light 5CL
The RUD LIMIT switch is a press in/press out switch/light. It is installed in control panel 32VE located
in the aft LH section of the center pedestal. The switch is used to manually unlock the spring tab (switch
off the rudder limiter) should the flight crew consider this necessary.
Under normal operating conditions the switch/light is pressed in and the rudder limiter circuit is armed.
At the discretion of the flight crew the switch can be pressed out to drive the rudder limiter circuit prior to
the airspeed reaching 160 knots to unlocked the spring tab assembly.
When the switch is pressed out an UNLIMIT caption in the front face of the switch comes on to indicate
that the rudder limiter is inoperative. The switch also sends a signal to the EICAS for processing. The
signal is used to indicate that the rudder limiter is manually disabled.
Current Detector 16CX
The current detector consists of a shunt, an amplifier and a relay. The shunt is connected in series with the
normal motor of the rudder limiter actuator and thus senses motor current. The amplifier is connected
across the shunt and controls the ground circuit of the relay. The relay has two sets of contacts and
energizes when the normal motor is operating (in either direction). One set of contacts is connected in the
actuator test circuit. The other set disables the actuator's standby motor is open when the normal motor is
operating.
Rudder Position Transmitter 19CX
Bracket
Rudder position transmitter
Rod
Lever
Fig. 21 Rudder Components - Position Transmitter

A rudder position transmitter is installed on a bracket in the trailing edge of the vertical stabilizer at rib 3.
A short rod attached to a lever in the leading edge of the rudder drives the transmitter. The unit is a threewire potentiometer whose resistance changes as a function of the rudder position. It sends a 0 to 10 k
variable resistance signal to the EICAS for rudder position indicating.
OPERATION
Power Supplies
Component
BUS
Circuit Breaker
No.
rudder limiter actuator (normal operating) ESSENTIAL BUS 3PP
RUD LIMIT 1CL
rudder limiter actuator (standby operating)
BUS 1 2PP
STBY RUD LIMIT 8CL
Page: 27-40
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
System Power-Up
The control and status indicating circuits for the rudder limiter actuator are energized when 28 VDC is
applied to the aircraft bus system.
Rudder Controls
Flight Compartment to Vertical Stabilizer Control Run
Rudder pedal movement is transmitted by two push-pull rods and an idler lever to the forward
quadrant assembly located at frame 9. The idler lever in the LH control run has a connection point
for the nose wheel steering potentiometer
From the forward quadrant assembly, the movement is continued aft below the flight and passenger
compartment floor by control cables and pulleys. The cables pass through guides in some frames
under the floor. Cable fairleads equipped with small pulleys are used to guide the cables through the
machined parts of frames 24 and 26. The cable run is virtually straight as far as a point between
frames 33 and 35. At this point the cables are routed inboard and then upwards to follow the contour
of the fuselage. The cables exit the pressure compartment through sealed fairleads at the rear
pressure bulkhead. The cable run terminates at the aft quadrant assembly on the forward face of
frame 49.
The aft quadrant assembly forms the interconnection between the LH (captain's) and RH (first
officer's) rudder controls. The assembly has two cable quadrants and an output lever on a common
shaft. The LH quadrant terminates the cable run from the captain's rudder pedals. The autopilot yaw
servo is connected by a cable to the rudder control run at the LH quadrant. The RH quadrant
terminates the cable run from the first officer's rudder pedals. The output lever serves as the
connection point for a push-pull rod which continues the rudder commands into the vertical
stabilizer.
The push-pull rod exits the fuselage immediately forward of the vertical stabilizer rear spar. The rod
connects to a bellcrank assembly installed on the forward face of the rear spar between vertical
stabilizer ribs 2 and 3. A short push-pull rod is connected to the output side of the bellcrank. This rod
is the command input rod for the spring tab lever assembly
Flight crew yaw commands act through the input rod directly on the input lever. The movement is
transmitted by the coupling link to the output lever which is installed between the upper and lower
torsion bars and the rudder structure. The output lever is connected directly to the spring tab by the
tab drive rods which deflect the tab in the opposite sense to the yaw command.
Aerodynamic effects from the tab deflect the rudder in the correct sense. Rudder deflection at
airspeeds below 160 knots is thus a function of rudder pedal movement and airspeed and the
deflection angle is only limited by mechanical stops.
At 160 knots micro air data computers (MADC) 1 and 2 send a signal to the control circuit of the
rudder limiter actuator. The actuator moves the locking lever into a position which locks the spring
tab lever assembly to the rudder structure. This effectively connects the rudder pedals directly to the
rudder and prevents the spring tab from moving in relation to the rudder. Yaw commands from the
flight crew now receive no assistance from the tab and rudder deflection is limited by aerodynamic
forces.
Effectivity:
328-100 Mod.10
Page: 27-41
11TU
ESS BUS-3PP
DAU 2
SIGN
653
SIGN
647
RUDDER
LIMIT
<160kt=OPEN
>160kt=GND
BUS 1-2PP
1
1CL
5A
1
8CL
5A
STBY RUD
LIMIT
<160kt=OPEN
>160kt=GND
11TU
DAU 2
A1
SIGN 621
CD
X2
X2
X1
X1
3CL
4CL
A2
A1
A3
UNLIMIT
NORM
- FOR TRAINING PURPOSES ONLY -
TM-Flight Controls
Fig. 22 Rudder Limiter - Electrical Diagram
RUD
LIMIT
B2
B1
C2
C1
D1
5CL
B3
LO
16CX
HI
X2
C3
A3
D2
A1
B3
3CL
B1
A2
D1
B2
16CX
A3
B2
A1
A2
B1
A3
B2
C1
2CL
B3
C2 TEST
LAB
LOCK
C3
A1
B3
4CL
B1
A2
A1
B2
A3
B1
6CL
A2
B3
B2
C1
C3
C2
SIGN 660
A3
A2
1TU
16CX
C3
DAU 1
2LF
DIMMER
ON
OFF
7CL
TEST
+28V
STBY OPERATING
FILTER
FILTER
LOCK
ACTR
X1
17CX
1CW
ACTR GO
X1
9CL
X2
X2
UNLIMIT
TEST
LAB
LOCK
STANDBY
D3
Effectivity:
328-100 Mod.10
2
C O T
13
15
3
C O T
13
15
7
C O T
13
15
16
18
10
C O T
19
11
12
13
14
C O T
4
10
15
16
17
D1
A3
A1
6CL
9CL
D2
A2
18
19
20
21
22
C = closes
O = opens
23
DORNIER LUFTFAHRT
6CL
ON
OFF
NORMAL OPERATING
Dornier 328
ADC 2
TRAINING MANUAL
11FA
Page: 27-42
1FA
ADC 1
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Electrical Control of Rudder Limiter

Automatic Control of Rudder Limiter Actuator
The ground circuits for the coils of relays 3CL and 4CL are controlled by micro air data computers
(MADC) 1 and 2. At airspeeds below 160 knots the ground circuits are open. Relays 3CL and 4CL
are de-energized and their contacts A and B connect 28 VDC to the unlock (limiter off) circuit of the
rudder limiter actuator. The actuator is in the unlocked position and the rudder limiter is inactive.
At 160 knots the signals lines from MADC 1 and 2 switch to ground and relays 3CL and 4CL
energize. 28 VDC is supplied to the lock (limiter on) circuit of the actuator's normal motor through:
- terminals A1/D1 of the current detector 16CX
- contacts B1/B2 of relay 3CL
- the contacts of the normal motor's "on" limit switch.
The ground circuit for the actuator is formed through:
- the contacts of the normal motor's "off" limit switch (and then direct to ground until the actuator
starts to move) and by the following series circuit after the actuator has moved from its off
position:
- the contacts of the actuator internal off limit switch
- contacts A2/A3 of relay 6CL
- contacts A2/A1 of relay 4CL.
The actuator runs to the lock (limiter on) position until the internal "on" limit switch operates. The
spring tab lever assembly is now mechanically locked and the rudder limiter is active.
The operation sequence is similar in reverse when the airspeed drops below 155 knots.
Note that the airspeed signals from MADC 1 and 2 are also sent to a data acquisition unit (DAU 2) in
the EICAS system for processing. The signals are used in the logic that generates certain rudder
limiter condition messages.
Normal and Standby Motor Mutual Exclusion
When the normal motor of the actuator is operating in any direction, the relay of current detector
16CX energizes. Contacts D3/B2 of 16CX energize relay 9CL, the contacts of which remove the
ground circuit from the standby motor. This provides an interlock circuit which prevents the standby
motor from operating at the same time as the normal motor.
Should the flight crew opt to manually disable the rudder limiter by pressing out the RUD LIMIT
switch/light 5CL, relay 6CL energizes. Contacts A and B of the relay open and interrupt the 28 VDC
and ground lines to the normal motor of the actuator.
Rudder Limiter Disable
The rudder limiter can be disabled at the discretion of the flight crew. The disable function is
controlled by the RUD LIMIT switch/light 5CL. The switch/light has three banks of contacts. When
the switch/light is pressed out to disable the rudder limiter:
- contacts A2/A3 switch on a RUD UNLIMIT caption in the front face of the switch
- contacts B2/B3 energize relay 6CL
- contacts C2/C3 send a ground signal to data acquisition unit 1 (DAU 1) in the EICAS system for
processing. The signal is used to display a blue RUDDER MAN UNLIMIT message on the
EICAS.
When relay 6CL energizes:
- contacts A and B interrupt the power and ground circuits for the normal motor of the rudder
limiter actuator
- contacts C1/C2 connect 28 VDC to the unlock (limiter off) circuit of the standby motor of the
actuator.
Effectivity:
328-100 Mod.10
Page: 27-43
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
The ground circuit for the standby motor is formed through:

- the conta cts of the standby motor's "on" limit switch (and then direct to ground until the actuator
starts to move) and then through contacts D1/D2 of relay 6CL (a parallel ground connection is
also provided by contacts A3/A2 of relay 9CL).
If the actuator is in the lock (limiter on) position when the RUD LIMIT switch/light is pressed out, it
will run to the unlock (limiter off) position until the internal "off" limit switch operates. The spring
tab lever assembly is now mechanically unlocked and the rudder limiter is disabled. If the actuator is
already in the unlock position when the switch/light is pressed out, the normal motor of the actuator
is isolated and the rudder limiter remains disabled until the switch/light is pressed in. When the
switch/light is pressed in, relay 6CL de-energizes. This disables the standby motor and re-enables the
normal motor.
Rudder Limiter Actuator Test
The rudder limiter actuator and the associated limiter control circuit can be tested. The test circuit is
controlled by the TEST TAB LOCK switch/light 2CL.
The switch/light has three sets of contacts. When the switch is pressed and held:
- contacts A and B simulate the 160 knots ground signals from air data computers 1 and 2
respectively. Relays 3CL and 4CL energize and the actuator moves to the lock (limiter on)
position.
- contacts C1/C3 close.
When the actuator starts to move, the relay of the current detector 16CX energizes. This connects 28
VDC to the ACTR GO caption in the front face of the TEST TAB LOCK switch and energizes relay
9CL. The ground circuit for the ACTR GO caption is provided through contacts C2/C3 of relay 6CL
and A1/A2 of relay 9CL.
When the TEST TAB LOCK switch is released, relays 3CL and 4CL de-energize and the actuator
returns to the unlock position.
Note that the test can only be performed when the RUD LIMIT switch/light 5CL is pressed in
(rudder limiter control circuit enabled).
SYSTEM INDICATIONS
Certain components of the rudder control system send signals to EICAS. The signals are sent to data
acquisition units (DAUs) and are used:
- to display the position of the rudder by a synoptic
- to indicate correct operation of the rudder limiter by blue status messages
- to indicate a malfunction in the rudder limiter system by amber caution messages.
Rudder Position Indicating
The rudder position transmitter is a three-wire potentiometer whose resistance changes as a function of
the rudder position. It sends a variable resistance signal DAU 1. The resistance values correspond to the
following rudder deflections:
- 0.5 k corresponds to a full left deflection
- 5 k corresponds to rudder neutral
- 9.5 k corresponds to a full right deflection.
The position of the rudder is indicated by a blue synoptic on the FLIGHT CONTROL page of the EICAS.
If the transmitter signal is invalid, the blue synoptic is replaced by an amber X.
Page: 27-44
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Rudder Limiter Monitoring

General
The operation of the rudder limiting system is monitored within the EICAS by a logic arrangement.
The inputs to the logic arrangement are derived as follows:
- airspeed signals sent from micro air data computers (MADC) 1 and 2. The MADCs send discrete
signals to DAU 2. The signal lines are open circuit at airspeeds below 160 knots and grounded at
airspeeds above 160 knots.
- from the position transmitter in the rudder limiter actuator. The signal has a value of 0.5 k when
the actuator is in the fully extended (rudder unlimited) position and 9.5 k in the fully retracted
(rudder limited) position. These values are converted to percentage values for logic evaluation
purposes within the EICAS (0.5 k = 0% and 9.5 k = 100%).
- from the RUD LIMIT switch/light 5CL. The signal line is open circuit when the switch/light is
pressed in (rudder limiter not disabled) and grounded when the switch/light is pressed out (rudder
limiter disabled).
These four signals are evaluated in the logic circuits to produce caution and status messages relating
to the operation of the rudder limiter.
Correct Rudder Limiter Function Below 155 Knots (Limiter Inactive)
If both MADCs report an airspeed below 155 knots and the rudder limiter is inactive, then:
- a blue RUDDER NOT LIMITED status message is displayed on the FLIGHT CONTROL page
of the EICAS.
Incorrect Rudder Limiter Function Below 155 Knots (Limiter Active)
If both MADCs report an airspeed below 155 knots and the rudder limiter is active, then:
- an amber RUDDER LIMITED caution message is displayed on the CAS field of the primary
EICAS page, on the FLIGHT CONTROL page and on page 2 of the radio management unit
(RMU).
Correct Rudder Limiter Function Above 160 Knots (Limiter Active)
If both MADCs report an airspeed above 160 knots and the rudder limiter is active, then:
- a blue RUDDER LIMITED status message is displayed on the FLIGHT CONTROL page of the
EICAS.
Incorrect Rudder Limiter Function Above 160 Knots (Limiter Inactive)
If both MADCs report an airspeed above 160 knots and the rudder limiter is inactive, then:
- an amber RUDDER NOT LIMITED caution message is displayed on the CAS field of the
primary EICAS page and on the FLIGHT CONTROL page.
MADC 1 and MADC 2 Report Different Airspeeds
If one MADC reports an airspeed below 155 knots and the other MADC reports an airspeed above
160 knots, then:
- an amber RUDDER LIMIT FAIL caution message is displayed on the CAS field of the primary
EICAS page and on the FLIGHT CONTROL page.
This message is inhibited if the airspeed reported by both MADCS is between 155 and 165 knots.
Rudder Limiter Actuator Fails in Intermediate Position
If MADC 1 and MADC 2 both report an airspeed above 160 knots or below 155 knots and the
actuator has not moved to the lock or unlock position respectively after 1 second, then:
- an amber RUDDER LIMIT FAIL caution message is displayed on the CAS field of the primary
EICAS page and on the FLIGHT CONTROL page.
Rudder Limiter Manually Disabled by Flight Crew
If the RUD LIMIT switch/light 5CL is pressed out to manually disable the rudder limiter, then:
Effectivity:
328-100 Mod.10
Page: 27-45
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
- a blue RUDDER MAN UNLIMIT status message replaces all other rudder limiter messages on
the CAS field of the primary EICAS page and on the FLIGHT CONTROL page.
-
MFD PAGE Indication

BLUE
Fault or Condition
Rudder not limited (speed <160 kts) MADC 2
& 1 report <160 & rudder limiter not activated
RUDDER NOT LIMITED
AMBER
AMBER
RUDDER NOT LIMITED
RUDDER NOT LIMITED
Rudder not limited (speed >160 kts) MADC 2

& 1 report >160 & rudder limiter not activated.
BLUE
Rudder limited (speed >155 kts) MADC 2 & 1

report >155 & rudder limiter activated.
RUDDER LIMITED
AMBER
AMBER
RUDDER LIMITED
RUDDER LIMITED
AMBER
AMBER
RUDDER LIMIT FAIL
RUDDER LIMIT FAIL
BLUE
Rudder limited (speed <155 kts) MADC 2 & 1

report <155 & rudder limiter activated (also on
RMU page 2 amber RUDDER LIMITED).
One MADC reports an airspeed below 155 kts
and the other MADC report an airspeed above
160 kts. Note: The msg. is inhibited if the
airspeed reported by both MADCs is between
155 and 165 kts.
Rudder limiter manually disabled
blue
rudder synoptic
indicates rudder position. If invalid the rudder

synoptic is replaced by an amber X.
RUD MAN UNLIMIT
Honeywell
600
FF
600
85
OIL TEMP
84
61
OIL PRS
61
CPCS AUTO FAIL
PITOT S HEAT FAIL
L AOA FAIL
R AOA FAIL
BATT 1 FAIL
BATT 2 FAIL
RUDDER LIMITED
PAGE 1
TUNE
SQ
DIM
1/2
STO
ID
PGE
TST
DME
Fig. 23 Rudder - RMU
Page: 27-46
Effectivity:
328-100 Mod.10
Honeywell
RUDDERNOT LIMITED
RUDDER LIMITED
RUDDER LIMIT FAIL
RUDDER MAN UNLIMIT
END
97.0
97.0
LH
RH
ELEVATOR
TQ
ELEV DISCONNECT
RUDDER LIMITED
RUDDER
80.2
80.2
AILERON
800
Fig. 24 Rudder - EICAS
TM-Flight Controls
NP
TRIM
E
L
E
V
AIL
RUD
ROLL
800
NU
ITT
TRIM SPEED FAST

80.3
ND
80.3
ROLL
FLAP ASYM
12
0
20
500
2870
OIL
TEMP
OIL
PRSS
FF LBS / HR
FQ LBS
ND
500
2870
COPY
AHRS
F/O
SYSTEM
MSG
Dornier 328
NEXT
FUEL
CAPT
REF
SYSTEM DATA
TRAINING MANUAL
Page: 27-47
ENGINE
MAIN
SYSTEM 1 / 3
HYDR
2000 FT
0 FPM
NU
32
FLIGHT
CONTROL
CAB ALT
V/S
NH
FLAPS
DORNIER LUFTFAHRT
Effectivity:
328-100 Mod.10
Honeywell
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
RUDDER TRIM
The rudder trim subsystem consists of the following components:
FIN
Component
Panel
25CC
rudder trim actuator
22CC
rudder trim switch
10CC
24CC
rudder trim on/off switch/light
10CC
50CC
trim test switch
30VE (LH)
30CC
rudder trim test relay
23VE
26CC
trim runaway interlock relay (LH)
23VE
27CC
trim runaway override relay (LH)
23VE
28CC
trim runaway interlock relay (RH)
23VE
29CC
trim runaway override relay (RH)
23VE
21CC
circuit breaker
12VE
8CX
Circuit breaker
18VE
Zone
324
210
210
210
210
210
210
210
210
210
210
Access Door
324-FL
Rudder Trim Switch 22CC
TRIM TEST
NH OVSP
TEST ENG
LH
FI
TEST
LH
ENG
RH
1
PLA FI
MADC
OFF
PLA FI
SSEC DISABLE
LH
AIL
RH
RESET
LH
AIL
RH
STBY
LH
RH
AIL
S
T
B
Y
PRESS
TO
RESET
T
R
I
M
RUD
STBY
OFF
ELEV
UP
ELEV
DN
UP
Fig. 25 Rudder Trim Controls - Trim Control Panel

Page: 27-48
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
The rudder trim switch is installed in the center LH section of the trim control panel in the center
pedestal. The switch is a three-position center biased rotary switch labelled LH (left) and RH (right). The
switch houses a total of eight sets of contacts connected in series and parallel pairs, making a total of four
contact pairs. The four contact pairs are connected in the following control circuits of the rudder trim
actuator motor:
- 28 VDC for left trim (two series contacts)
- ground for left trim (two parallel contacts)
- 28 VDC for right trim (two series contacts)
- ground for right trim (two parallel contacts).
When the switch is in the center biased position:
- the two series pairs controlling the 28 VDC supplies for left and right trim are open
- the two parallel pairs controlling the ground circuits for left and right trim are closed.
When left trim is selected, the 28 VDC left trim contacts close and the ground contacts for the right trim
circuit open. The reverse is the case when right trim is selected.
Rudder Trim ON/OFF Switch/Light 24CC
The rudder trim on/off switch/light is a press in/press out switch. It is installed in the aft LH section of the
trim control panel in the center pedestal. The switch is labelled RUD and is used to disable the rudder
trim actuator if a fault arises in the actuator control circuit.
When the switch is pressed in, an OFF caption in the front face of the switch comes on to indicate that the
rudder trim system is inoperative. When the switch is pressed out the rudder trim system is enabled.
- rudder trim actuator
- aileron trim system
To test the rudder trim runaway override circuit, press and hold the TRIM TEST switch and then operate
the rudder trim switch to L and then R. If the runaway override circuits are serviceable, the actuator will
operate in the reverse direction to that commanded. When the test switch is released the motor will start
again in the commanded direction.
Effectivity:
328-100 Mod.10
Page: 27-49
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Rudder Trim Actuator 25CC

28
28
Ruder Trim
Tab
Rudder Trim Actuator
Trim Tab Drive

Rods
Actuator Dual Output

Shafts
Lever
Fig. 26 Rudder - Trim Actuator

The rudder trim actuator is installed in the leading edge of the rudder in line with the lower edge of the
trim tab. The actuator has a single DC motor whose rotary output is converted in a reduction gearbox to a
dual shaft linear output. The motor is controlled by the rudder trim switch 22CC. Internal limit switches
stop actuator movement before the mechanical travel limits are reached.
The dual output shafts of the actuator are connected to a lever. Two push-pull rods connected to the
output side of the lever transmit the actuator movement to the tab.
An integral synchro-type position transmitter in the actuator sends a rudder trim position indicating signal
to the EICAS.
OPERATION
Power Supplies
The rudder trim control and indicating circuits are supplied with 28 VDC and 26 VAC electrical power as
follows:
Component
Bus
Circuit Breaker
No.
trim actuator control and power circuit ESSENTIAL BUS 3PP
RUDDER TRIM 21CC
trim actuator position indicating circuit
VAC BUS 6XP
RUDDER TRIM IND 8CX
System Power-Up
The trim tab control and indicating circuits are energized when 28 VDC and 26 VAC are applied to the
aircraft bus system.
Page: 27-50
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Rudder Trim (refer to Fig. 27)

ESS BUS-3PP
1
5A
21CC
RUDDER
TRIM
A1
A5

Main Trim Switch 22CC
A3
22CC
B1
RUD
TRIM
LH
A3
A1
22CC
B3
A2
ON
OFF
A3
C2
A1
C2
29CC
A3
A1
C1
24CC
B2
30CC
B3
26CC
C3
A3
29CC
B1
C3
27CC
A1
28CC
C1
X1
X1
X2
X2
12
A2
A2
A1
R
10CC*A
A2
B2
26CC
A2
B2
A3
B1
24CC
28CC
A3
C2
C1 TRIMM
TEST
B7
27CC
ON
OFF
A2
C3
50CC
29CC
A7
B5
2LF
DIMMER
RUD
TRIM
RH
A1
X1
30CC
B3
29CC
X2
B3
B2
26CC
B1
B3
C2
26CC
B1
C3
C1
X1
X1
30CC
X2
X2
LAMP
TEST
24CX
23CX
G2
G3
50CC
7CX
SEE 271-901
G1
OFF
R
LH
RUD
TRIM
ACTR
B2
25CC
RH
FILTER
B8
22CC B6
B4
22CC
A2
RUD
TRIM
RH
RUD
TRIM
LH
A6
A4
7
C O T
12
13
15
C = closes
O = opens
A8
C O T
10
10
11
12
13
C O T
9
C O T
5 7
14
15
16
17
C O T
6
14
Fig. 27 Rudder Trim - Electrical Diagram (Sheet 1 of 2)

Trim Actuator Control Circuit
The rudder trim actuator is controlled by the rudder trim switch 22CC. If the switch is held to L (left
trim), the following contacts operate:
- series contacts A1/A3 and B1/B3 close and supply 28 VDC to the left trim circuit
- parallel contacts A2/A4 and B2/B4 open and remove the ground from the right trim circuit.
28 VDC is now supplied to the left trim circuit of the motor through:
- contacts A2/A3 of the rudder trim on/off switch/light 24CC
at its maximum RH travel)
or by the following series circuit:
Effectivity:
328-100 Mod.10
Page: 27-51
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
- the contacts of the RH internal limit switch

- contacts B3/B2 of the rudder trim on/off switch/light 24CC
- the parallel contacts B8/B6 and A8/A6 of the trim switch 22CC.
The actuator runs in the commanded direction (drives the trim tab to the right) until either the trim
switch is released or until the LH internal limit switch operates. The operation sequence is similar in
reverse when right trim is commanded.
Trim Runaway Override Circuits
An electrical fault in the actuator control circuitry, such as sticking contacts in the rudder trim
switch, could initiate a trim runaway. Override circuits ensure that a trim actuator runaway can be
stopped and reversed by instinctive operation of the rudder trim switch in the opposite direction to
the runaway.
The following example describes the operation of the circuit in the event of a runaway to the left.
Relay 26CC is the LH trim runaway interlock relay. It is energized when the main trim switch is held
to the L position. If contacts A1/A3 and B1/B3 of the main trim switch 22CC stick closed when the
switch is released, the trim actuator will run uncommanded to the left and relay 26CC will remain
energized. The relay has three sets of contacts:
- contacts C1/C2 close and arm the test circuit
- contacts B2/B3 open and disable the coil circuit of relay 29CC (29CC is the RH trim runaway
interlock relay)
- contacts A1/A2 close and arm the coil circuit of the trim runaway override relay 28CC.
The trim runaway will be indicated to the flight crew by the increasing left yaw and by the rudder
trim position indicator on the EICAS. The runaway can be stopped and reversed by holding the
rudder trim switch to the R position. This action energizes relay 28CC through contacts A2/A1 of
26CC.
The contacts of 28CC replace the power supply to the left trim circuit of the actuator with a ground
connection. 28 VDC is now supplied to the right trim circuit of the actuator through:
- contacts A5/A7 and B5/B7 of the rudder trim switch 22CC
at its maximum LH travel)
The actuator trims the rudder to the right (tab left) until either the trim switch is released or until the
RH internal limit switch operates. If the fault still exists on the main trim switch when the switch is
released, the actuator will again run uncommanded towards left trim. The actuator can be disabled by
pressing in the rudder trim on/off switch/light 24CC.
The operation sequence is similar in reverse if the trim runaway is to the right.
Runaway Override Test Circuit
The TRIM TEST push switch 50CC is used to test the trim runaway override circuits of the
following systems:
- elevator trim system.
Page: 27-52
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
To test the override circuit, press and hold the TRIM TEST switch and then press the rudder trim
switch 22CC to L and then R. If the runaway override circuits of the actuator are serviceable, the
actuator will operate in the reverse direction to that commanded. When the test switch is released the
motor will start again in the commanded direction. The following example describes the operation of
the circuit when the test switch is pressed and the rudder trim switch held to L.
When the TRIM TEST switch is held pressed the trim test relay 30CC energizes. Relay 30CC has
two sets of contacts, one for the LH circuit and one for the RH. If the rudder trim switch is now held
to the L position, relay 26CC energizes. The RH trim runaway override relay 28CC energizes
through the following series circuit:
The contacts of 28CC remove the 28 VDC power supply from the left trim circuit of the actuator and
replace it with a ground connection. The actuator stops. 28 VDC is now supplied to the right trim
side of the actuator through:
- the same circuit as the coil of relay 28CC (see above)
at its maximum LH travel)
The actuator trims the rudder to the right (tab left) until either:
- the TRIM TEST switch 50CC is released
or
- the rudder trim switch 22CC is released
or
- the RH internal limit switch operates.
The test sequence is similar in reverse when the rudder trim switch is held to R.
Trim Actuator Lockout Circuit
If for any reason the rudder trim circuit is unserviceable, it can be disabled by pressing in the rudder
trim on/off switch/light 24CC. The switch has three sets of contacts:
- contacts A and B disable the trim actuator by interrupting the 28 VDC power lines. The same
contacts form a short circuit across the armature of the actuator motor.
- contacts C switch on a white OFF annunciator in the front face of the switch/light 24CC.
The actuator is now locked out until the rudder trim on/off switch/light is pressed out.
SYSTEM INDICATIONS
The position transmitter in the rudder trim actuator sends signals EICAS. The signals are sent to data
acquisition units 2 (DAU 2) and are used to display the rudder trim setting by pointers and analogue
scales on the primary and FLIGHT CONTROL pages of the EICAS.
Effectivity:
328-100 Mod.10
Page: 27-53
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
T rim Position Indicating

26VAC-6XP
1
1A
RUDDER TRIM
IND
2
8CX
11TU
11TU
DAU 2
SIGN 5
HI
BK/WHT
R1
S3
SIGN 1
LO
HI
S1
18
19
25CC
20
LO
W
CCW
R2
S2
ACTR POSIT SENSOR
DAU 1
21
CW
RUD POSIT SENSOR 19CX
22
23
24
25
26
Fig. 28 Rudder Trim - Electrical Diagram (Sheet 2 of 2)

MFD PAGE
Fault or Condition
Indication
white pointer against white white pointer against
indicates rudder position.
scale. Scale has white tic white scale. Scale has
marks every 25%
white tic marks every
25%
The rudder trim actuator has an integral synchro-type position transmitter. The transmitter sends a rudder
trim position signal to data acquisition unit 2 (DAU 2) for processing. The synchro signal value is
between - 7.76 VRMS (tab deflection 28 left) and +7.76 VRMS (tab deflection 28 right).
The rudder trim setting is indicated by a white pointer against an analogue scale on the primary and
FLIGHT CONTROL pages of the EICAS (refer to ??).
Rudder Trim Selection Status
An OFF annunciator in the front face of the rudder trim on/off switch/light 24CC indicates when the
rudder trim system is manually disabled.
Page: 27-54
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
27-30 ELEVATOR CONTROLS AND TRIM

GENERAL
30
25
RH Elevator
Position Transmitter
LH Elevator
Position Transmitter
Pitch Disconnect Unit
(with Microswitch)
Control
Columns
Cable Tension Regulators
Fig. 29 Elevator - General Arrangement

and movement of the elevators and the elevator trim tabs. Also included are:
- the elevator position indicating system
- the elevator disconnect indicating system
- the trim tab position indicating system
The section is divided into subsections containing detailed information on the following rudder and tab
subsystems:
- Elevator Controls
- Elevator Trim
Effectivity:
328-100 Mod.10
Page: 27-55
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Elevator Controls
The aircraft is controlled about the pitch axis by a conventional elevator control system. Two elevators
are installed on the trailing edge of the horizontal stabilizer. The elevators are manually operated by dual
control columns. The linkage from the control columns to the elevators is made by an arrangement of
pulleys, cables, quadrants, push-pull rods, levers and bell cranks. The control cables exit the pressure
compartment through pressure fairleads at the rear pressure bulkhead. The captain's and first officer's
elevator control runs are joined by a disconnect unit. This unit allows the two control runs to be separated
by the application of higher than normal input forces should one control run become jammed.
Elevator Trim
The aircraft can be trimmed about the pitch axis by a trim tab located on the inboard trailing edge of each
elevator. Each tab is driven by an electrically powered linear actuator installed in the trailing edge section
of the horizontal stabilizer.
Each actuator is powered by two separate DC motors (fast and slow). Which motor control circuit is in
operation depends on the airspeed. At airspeeds below 200 KCAS the fast motor circuit is operative and
above 200 KCAS the slow motor circuit. The actuators are normally controlled by elevator trim switches
on the captain's and first officer's control wheels. A standby elevator trim switch is provided as a back-up.
Override circuits are provided to protect against a trim runaway. Test facilities are provided for the
override circuits.
For synchronization purposes, the two actuators are mechanically interconnected by a flexible shaft. If
one actuator fails, the remaining actuator will drive both trim tabs.

Indicating/Recording Systems
Certain components of the elevator control system send signals to EICAS. The signals are sent to data
acquisition units (DAU's) and are used to indicate:
- the position of each elevator
- the status of the elevator disconnect unit
- the position of the elevator trim actuators
- the speed mode status (fast or slow) of the trim actuator control circuits
- the synchronization (symmetry) status of the LH and RH trim tabs
- the operating status of the elevator trim actuators
Navigation System
The micro air data computer MADC 1 sends a discrete airspeed signal to the elevator trim control circuit.
Auto Flight System
Signals from the automatic flight control system (AFCS) are used to operate the elevators when the
aircraft is flying under automatic control.
Page: 27-56
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
ELEVATOR CONTROLS
The elevator and tab subsystem consists of the following components:
FIN
Component
Panel
Zone
LH (RH) control column
120, 210
25CX
26CX
8CW
LH (RH) cable tension regulator

control rods
control cables
pulleys
pressure bulkhead fairleads
nose down spring
quadrant assembly
elevator disconnect unit
LH elevator position transmitter
RH elevator position transmitter
elevator disconnect micro switch
Effectivity:
328-100 Mod.10
120
120, 310, 320
120, 130, 140, 310
120, 130, 140, 310
230
310
310
310
310
310
310
Access Door
211-GFZ, 211-FZF, (212EFZ, 212-FFZ)
211-LFZ, (212-KFZ)
various
various
various
231-EFZ
312-AL
312-AL
312-AL, 324-AL
312-AL, 324-AL
312-AL, 324-AL
312-AL, 324-AL
Page: 27-57
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
LH and RH Control Column
Tension Regulator
to
Q
As uadr
sem an
bly t
Control Columne
Pressure Bulkhead
fairleads
fro
m
Re Tens
gu
lat ion
or
Cable Fairleads
Fig. 30 Elevator - Control Column to Pressure Bulkhead

The control columns are pivot-mounted below the flight compartment floor between frames 7 and 8. The
movement of each column is transmitted to the associated elevator control cable tension regulator by a
short push-pull rod.
Page: 27-58
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
LH and RH Cable Tension Regulator

The elevator tension regulator is nearly identical to the aileron tension regulator (refer to ??) with the
following differencies.
- It is connected to the control column with a push-pull rod
- The elevator gust lock engages with a notch in the RH (first officer's) tension regulator
Control Cables
The elevator control cables transmit the flight crew elevator commands from the tension regulators to the
quadrant assembly located between frames 46 and 47. The cables are 7 x 19 flexible steel wire ropes
made from corrosion resistant steel and have a nominal diameter of 4 mm (0.157 in.). The LH and RH
elevator control runs each consist of four separate cable sections. Cable sections are joined by turnbuckles
and terminated by swaged end fittings.
Pulleys
material and run in sealed ball bearings. The cable run from each tension regulator to the associated cable
quadrant is guided by a total of ten pulleys.
Control Rods
Each control column is connected to its associated cable tension regulator by a short aluminium push-pull
control rod. Two further rods connect the quadrant assembly in the rear fuselage to the elevator
disconnect unit and a series of rods complete the run to the elevators. The Flettner tab on each elevator is
also controlled by rods.
Three types of rod are used:
- non-adjustable fixed length
- one end adjustable, one end fixed
- both ends adjustable.
Rod ends are either of the clevis or eye type. Eye type rod ends are equipped with self-aligning sealed ball
bearings.
Levers and Bell cranks
The control rods in the vertical stabilizer are supported by idler levers and bell cranks running in sealed
ball bearings. The connection points for the rod clevis ends are formed by self-aligning sealed ball
bearings.
Pressure Bulkhead Fairleads
The elevator control cables exit the pressure compartment through special fairleads at the rear pressure
bulkhead. Each fairlead consists of a ball headed cable sleeve sandwiched between two plates. The plates
are fixed to a bracket installed on and sealed to the lower part of the pressure bulkhead. The cables pass
through the sleeve which acts as a cable seal.
Effectivity:
328-100 Mod.10
Page: 27-59
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Quadrant Assembly
Position Transducers
Disconnect Unit
Nose Down Spring
Quadrant Assembly
Stick Pusher
Force Detection Rod
Pitch Servo
Fig. 31 Elevator - Pressure Bulkhead to Vertical Stabilizer

The quadrant assembly is installed in the upper part of the fuselage between frames 46 and 47. The
assembly consists of two quadrants that are installed on a common shaft. The LH quadrant terminates the
cable run from the captain's control column and is fixed to the shaft. The RH quadrant terminates the
cable run from the first officer's control column and is free to rotate on the shaft. The autopilot pitch servo
is connected by a cable to the elevator control run at the RH quadrant.
Two push-pull rods transmit the elevator commands from the LH and RH quadrants to the two halves of
the elevator disconnect unit aft of frame 47. The LH quadrant has a connection to which a rod and tension
spring arrangement is attached. The other end of the spring is attached to frame 47. The spring moves the
elevators to the nose down position when the aircraft is parked.
The LH side of the quadrant shaft extends through the shaft mounting bracket. A lever is installed on but
does not move with the extended portion of the shaft. The lever is connected to the stall prevention stick
pusher and only moves when the pusher is activated.
Page: 27-60
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Elevator Disconnect Unit

2
AU
D
to
AU
to D
Push-Pull Rod to RH Elevator

Push-Pull Rod
to LH Elevator
RH Elevator Position Transmitter
LH Elevator
Position
Transmitter
Microswitch 8CW to DAU 2
RH Half of Disconnect Unit
LH Half of
Disconnect Unit
Input Rod from RH Quadrant
Input Rod from LH Quadrant
Fig. 32 Elevator Disconnect Unit

The captain's and first officer's elevator control cable runs are routed completely separately along the left
and right sides of the fuselage respectively. They are joined in the rear fuselage by an elevator disconnect
unit located on the upper aft face of frame 47. Under normal circumstances the movement of one control
column moves both elevators and the other control column. Should one elevator control become jammed
the two control circuits can be separated by the application of a higher than normal force to a control
column.
The unit has two halves which are held engaged by a spring and cam arrangement. Each half has
connection points for two push-pull rods. The forward connection points are for the command input rods
from the captain's and first officer's elevator control circuit. The aft connection points are for the output
rods to the LH and RH elevator. Under normal operating conditions the two halves of the unit are firmly
engaged and move together as a single unit. Should one of the elevator control circuits jam, the two
halves can be disconnected from each other by the application of a higher than normal force at a control
column. The disconnect force is approximately 50 daN (112 lbs). The applied force causes the cam to
override the spring force and move out of its detent. The two halves of the unit are now disengaged,
effectively isolating the jammed control circuit. In this situation the captain's control circuit is connected
to the left elevator only and the first officer's to the right elevator only. The aircraft can be controlled
about the pitch axis using the free control column. Once activated, the disconnect unit can only be reset
on the ground (refer to AMM).
The unit has an integral micro switch 8CW which is operated if the disconnect unit is activated. The
switch sends a signal to the electronic indicating, caution and advisory system EICAS.
Short rods connected to an auxiliary connection point on each half of the unit drive the LH and RH
elevator position transmitters 25CX and 26CX.
Elevator Disconnect Micro switch 8CW
A micro switch in the elevator disconnect unit monitors the status of the unit. It sends a discrete signal to
the EICAS for indicating purposes. The switch contacts are connected to ground under normal operating
conditions and open under elevator disconnect conditions.
Effectivity:
328-100 Mod.10
Page: 27-61
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
LH and RH Elevator Position Transmitters 25CX and 26CX

An elevator position transmitter is installed for each elevator. Each transmitter is driven by a short rod
connected to the associated half of the elevator disconnect unit. The LH and RH transmitters are identical
0 to 10 k three-wire potentiometers whose resistance changes as a function of the elevator position.
They send a variable resistance signal to the EICAS for processing.
OPERATION
Power Supplies
Electrical power is not required for the elevator control system. Power for the indicating part of the
system is provided by the EICAS
Elevator Controls
Note:
The LH (captain's) and RH (first officer's) elevator controls from the flight compartment to the rear
fuselage are similar. The operation of the LH subsystem is described. Differences for the RH side are
covered in the text or given in parentheses.
Flight Compartment to Vertical Stabilizer Control Run
Control column movement is transmitted by a push-pull rod to the cable tension regulator located at
frame 9. From the cable tension regulator, the movement is continued aft below the flight and passenger
compartment floor by control cables and pulleys. The cables pass through guides in some frames under
the floor. Cable fairleads equipped with small pulleys are used to guide the cables through the machined
parts of frames 24 and 26. The cable run is virtually straight as far as a point between frames 31 and 32.
At this point the cables are routed inboard and then upwards to follow the contour of the fuselage. The
cables exit the pressure compartment through sealed fairleads at the rear pressure bulkhead and terminate
at a cable quadrant assembly located between frames 46 and 47. The autopilot pitch servo is connected by
a cable to the elevator control run at the RH section of the quadrant assembly.
A rod and tension spring arrangement is connected between the LH section of the quadrant assembly. The
spring moves the elevators to the nose down position when the aircraft is parked. This is the position for
engaging the elevator gust lock.
Two push-pull rods transmit the elevator commands from the quadrant assembly to the two halves of the
elevator disconnect unit. Two further push-pull rods transmit the commands to the control linkage in the
vertical stabilizer.
The stall prevention stick pusher is connected to a lever installed on the quadrant assembly shaft. Under
normal operating conditions the lever does not move with the shaft. If the pusher is activated the lever
drives the elevators to a 10 down position and pushes the control columns forward.
The push-pull rods from the disconnect unit exit the fuselage forward of frame 48. These rods are the first
of five LH and five RH push-pull rods which form the control run from the elevator disconnect unit to the
LH and RH elevators. The ten rods are supported at intervals by idler levers and bell cranks in the vertical
stabilizer. The last (top) rod on the LH and RH side connects to the associated elevator control horn. Each
control horn is attached to the leading edge spar of the elevator at the control surface hinge line.
Page: 27-62
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
LH and RH Elevator Tab

A trim tab is installed on the inboard trailing edge of each elevator. The dual shaft trim actuators are
installed in the trailing edge of the horizontal stabilizer. Each actuator drives its associated tab through a
reduction lever installed in the leading edge of the elevator. Twin push-pull rods connect the lever to the
tab.
SYSTEM INDICATIONS
Certain components of the elevator control system send signals to the electronic indicating, caution and
advisory system (EICAS). The signals are sent to data acquisition units (DAU's) and are used:
- to display the position of the elevators by synoptics
- to indicate the status of the elevator disconnect unit by a synoptic
- to display a caution message if the elevator disconnect unit is activated.
The position of the elevators and the status of the disconnect unit are displayed on the FLIGHT
CONTROL page of the EICAS.
Elevator Position Indicating
An elevator position transmitter is installed for each elevator. Each transmitter is a three-wire
potentiometer whose resistance changes as a function of the elevator position. The LH transmitter sends a
variable resistance signal to data acquisition unit 1 (DAU 1) in the EICAS system for processing. The RH
transmitter sends an identical signal to DAU 2. The resistance values correspond to the following elevator
deflections:
- 0.5 k corresponds to an elevator down deflection of +25
- 5 k corresponds to an elevator up deflection of -2.5
- 9.5 k corresponds to an elevator up deflection of -30.
The position of each elevator is indicated by a blue synoptic on the FLIGHT CONTROL page of the
EICAS. If the transmitter signal is invalid, the blue synoptic is replaced by an amber X. Under normal
operating conditions the LH and RH elevator synoptics are joined by a white bar. The bar changes to
amber if the elevator disconnect unit is activated below.
Elevator Disconnect Unit Monitoring
A micro switch 8CW in the elevator disconnect unit monitors the status of the unit. It sends a discrete
ground or open signal to DAU 2 for processing. The signal line is connected to ground under normal
operating conditions and open circuit if the disconnect unit is activated. If the captain's and first officer's
elevator control runs are disconnected:
- an amber ELEV DISCONNECT caution message is displayed on the CAS field of the primary
EICAS page and on the FLIGHT CONTROL page
- on the FLIGHT CONTROL page the white bar which connects the LH and RH elevator synoptics
changes to amber.
CAS FIELD Indication MFD PAGE Indication
Fault or Condition
AMBER
AMBER
Elevator disconnect unit activated
ELEV DISCONNECT
Effectivity:
328-100 Mod.10
ELEV DISCONNECT
AMBER
elevator connect bar
BLUE
LH elevator synoptic
BLUE
RH elevator synoptic
indicates position of LH elevator. If invalid the

rudder synoptic is replaced by an amber X.
indicates position of RH elevator. If invalid the
rudder synoptic is replaced by an amber X.
Page: 27-63
RH
ELEVATOR
TQ
ELEV DISCONNECT
RUDDER LIMITED
RUDDER
80.2
80.2
TM-Flight Controls
NP
800
TRIM
E
L
E
V
AIL
RUD
ROLL
800
NU
ITT
TRIM SPEED FAST

80.3
ND
80.3
ROLL
FLAP ASYM
12
0
20
NU
500
2870
OIL
TEMP
OIL
PRSS
FF LBS / HR
FQ LBS
ND
500
2870
32
HYDR
ENGINE
MAIN
SYSTEM 1 / 3
FLIGHT
CONTROL
2000 FT
0 FPM
NH
FLAPS
CAB ALT
V/S
FUEL
NEXT
CAPT
REF
SYSTEM DATA
COPY
AHRS
F/O
SYSTEM
MSG
Effectivity:
328-100 Mod.10
DORNIER LUFTFAHRT
Fig. 33 Elevator Controls - EICAS Indications
AILERON
Dornier 328
ELEV DISCONNECTED
END
97.0
97.0
LH
TRAINING MANUAL
Honeywell
Page: 27-64
Honeywell
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
ELEVATOR TRIM
The elevator trim subsystem consists of the following components:
FIN
Component
Panel
52CC
RH elevator trim actuator
53CC
LH elevator trim actuator
33CC
captain's (LH) and first officer's (RH) main elevator
trim switch
63CC
standby elevator trim switch
10CC
69CC
elevator trim reset switch/light
10CC
50CC
trim test switch
30VE (LH)
68CC
main trim circuit lockout relay
29VE
55CC
trim speed mode relay
29VE
51CC
elevator trim test relay
51CC
38CC,
nose up control relay
23VE
58CC
49CC,
nose down control relay
23VE
59CC
39CC
nose down runaway override relay
23VE
48CC
nose up runaway override relay
23VE
42CC,
trim master relays
23VE
45CC
54CC
auto-trim relay
23VE
64CC
stby elevator control relay (nose up)
23VE
65CC
stby elevator control relay (nose down)
23VE
31CC,
circuit breaker
12VE
61CC
13CX,
circuit breaker
18VE
14CX
15CX
fast/slow motor current sense relay
29VE
Effectivity:
328-100 Mod.10
Zone
342
332
210
210
210
210
310
310
210
210
Access Door
342-AB
332-AB
311-AB
210
210
210
210
210
210
210
210
210
310
311-AB
Page: 27-65
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
LH (RH) Elevator Trim Actuator 53CC (52CC)

A
DETAIL
A
Reduction Lever
RH Elevator Trim Actuator
LH and RH Trim Tab
Connection
Flexible Shaft
Reduction Lever
Horizontal Stabilizer
Attachment
LH Elevator Trim Actuator
Fig. 34 Elevator Trim Actuators

The LH elevator trim actuator is installed in the root trailing edge section of the horizontal stabilizer in
line with the LH trim tab. A similar actuator is installed in line with the RH trim tab. The following
description applies to both actuators.
The actuator has two separate (fast and slow) DC motors. Which motor control circuit is in operation
depends on the airspeed. At airspeeds below 200 knots the fast motor circuit is operative and above 200
knots the slow motor circuit. The fast and slow motors of one actuator are electrically connected in
parallel with the associated motors of the other actuator. The actuators are controlled by either:
- main elevator trim switches on the captain's and first officer's control wheels
- a standby elevator trim switch on the trim control panel
- the automatic flight control system (AFCS) in the auto-trim mode
Internal limit switches stop actuator movement before the mechanical limits are reached.
The rotary output of the motors is converted in a reduction gearbox to a dual shaft linear output. Total
shaft travel between the electrical limits is 25 mm (0.98 in.). The twin shafts of the actuator are connected
to a lever in the leading edge of the elevator. Two push-pull rods connected to the output side of the lever
transmit the actuator movement to the tab.
Two shunts are installed, one in series with each motor. The shunts are used for sending current sensing
signals to the EICAS. If one actuator is not drawing current and the other actuator is, a caution message
indicating a trim motor failure is displayed on the EICAS.
Page: 27-66
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
For synchronization purposes, the two actuators are mechanically interconnected by a flexible shaft. If
one or both motors of an actuator fail, the other actuator will:
- drive its associated trim tab directly
- drive the other trim tab indirectly through the failed actuator.
The actuator has an integral synchro-type position transmitter. The transmitter sends an elevator trim
position indicating signal to the EICAS.
Main Elevator Trim Switches 33CC
B
C
Elevator Trim Switch (Captain)
Elevator Trim Switch (First Officer)
er
ni
r
Do
32
er
ni
r
Do
LH
AIL
RH
RESET
32
LH
AIL
RH
STBY
LH
S
T
B
Y
PRESS
TO
RESET
T
R
I
M
TRIM TEST
NH OVSP
TEST ENG
LH
FI
TEST
AIL
ENG
RH
PLA FI
MADC
LH
RH
OFF
PLA FI
SSEC DISABLE
RUD
STBY
OFF
ELEV
UP
ELEV
DN
UP
Fig. 35 Elevator Trim - Controls

The captain's main elevator trim switch is installed on the outboard horn of the LH control wheel. An
identical switch is installed for the first officer on the outboard horn of the RH control wheel. The
following description applies to both switches.
Effectivity:
328-100 Mod.10
Page: 27-67
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Each elevator trim switch is labelled UP and DN and contains two three-position center biased rocker
switches. Both rocker switches must be activated together to operate the elevator trim actuators. The two
rocker switches have a total of eight sets of contacts (four per switch).
Standby Elevator Trim Switch 63CC
The standby elevator trim switch is installed in the aft RH section of the trim control panel in the center
pedestal. The switch is labelled DN ELEV UP and is identical to the main trim switches 33CC. Its
purpose is to control the elevator trim actuators should a fault occur in the main trim control circuit. A
lockout circuit is activated when the standby trim switch is operated. This circuit disables the main trim
(and auto-trim) circuits of the elevator trim actuators. These circuits then remain disabled until the reset
switch/light 69CC is pressed.
Elevator Trim Reset Switch/Light 69CC
A lockout circuit disables the main trim (and auto-trim) circuits when the standby trim switch is operated.
The lockout circuit remains active even after the trim operation has been completed. The main trim
circuits can be re-enabled by pressing an elevator trim reset switch/light. The switch is labelled PRESS
TO RESET and is installed in the trim control panel to the left of the standby elevator trim switch. A
white STBY ELEV annunciator in the front face of the switch comes on to indicate when the standby trim
circuit - and thus the lockout circuit - is active. The switch/light is guarded by a transparent spring-loaded
cover.
To test the elevator trim runaway override circuit, press and hold the TRIM TEST switch and then press
either the LH or RH main elevator trim switch to UP and then DN. If the runaway override circuits are
serviceable the actuator will operate in the reverse direction to that commanded. When the test switch is
released the actuator will start again in the commanded direction.
OPERATION
Power Supplies
The elevator trim subsystem is supplied with 28 VDC and 26 VAC electrical power as follows:
Component
Bus
Circuit Breaker
No.
trim actuator main control and power ESSENTIAL BUS 3PP
ELEV TRIM 31CC
circuit
trim actuator standby control and
BUS 1 2PP
STBY EL TRIM 61CC
power circuit
LH trim actuator position indicating
BUS 4XP
ELEV TRIM IND LH 13CX
circuit
RH trim actuator position indicating
BUS 6XP
ELEV TRIM IND RH 14CX
circuit
System Power-Up
The elevator trim control and indicating circuits are energized when 28 VDC and 26 VAC
Page: 27-68
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Trim Control
Note:
The captain's and first officer's main trim control circuits are similar. The operation of the captain's
control circuit is described.
If both rockers of the captain's (first officer's) trim switch 33CC on the LH (RH) control wheel are held to
UP, the following contacts operate:
- series contacts A1/A3 and B1/B3 close and supply 28 VDC to the nose up circuit
- parallel contacts A2/A4 and B2/B4 open and remove the ground from the nose up fault protection
circuit.
Main Trim Control
The captain's (first officer's) elevator trim master relay 42CC (45CC) now energizes through diode 40CC
(43CC), followed by the nose up control relays 38CC and 58CC. The diode 41CC (42CC) prevents cross
coupling from the nose up to the nose down circuits. Note that initially, the ground circuit for the coils of
42CC (45CC) and 38CC is formed by the diode 79CC, contacts B2/B3 of the test relay 51CC and the
nose down contacts of the first officer's and captain's trim switch. This ground circuit is replaced by
contacts B1/B2 of relay 58 CC when this relay energizes. 28 VDC is now supplied to the nose up side of
both actuators through the following series circuit:
- the contacts of the RH and LH actuator internal nose up limit switches
- the contacts of relay 55CC. Relay 55CC is the trim speed mode relay controlled by MADC 1. If the
relay is de-energized (airspeed below 200 knots), electrical power is connected to the fast motor of
each actuator. If the relay is energized (airspeed above 200 knots) the slow motors will run.
The ground circuit for the motors is provided by the following series circuit:
- the contacts of relay 55CC
- the contacts of the LH and RH actuator internal nose down limit switches (and then direct to ground
if either actuator is at its maximum nose down travel)
- contacts B2/B3 of relay 49CC.
The actuators run in the commanded direction until either the trim switch is released or until the nose up
internal limit switches operate. The operation sequence is similar when nose down is commanded, except
that nose down control relays 49CC and 59CC energize instead of 38CC and 58CC.
The captain's and first officer's main trim switches form mutually exclusive circuits for the trim master
relays. If, example, the captain's switch is set to UP and the first officer's switch is set to DN, neither relay
42CC nor 45CC will energize and the complete trim circuit is inhibited until one of the switches is
released.
Standby Trim Control and Main Trim Lockout
The elevator trim standby circuit is controlled by the standby elevator trim switch 63CC. If both rockers
of the switch are held to UP, the following contacts operate:
- series contacts A1/A3 and B1/B3 close and supply 28 VDC to the standby nose up relay 64CC
- parallel contacts A2/A4 and B2/B4 open and remove the ground from the nose up fault protection
circuit.
Effectivity:
328-100 Mod.10
Page: 27-69
Dornier 328
TRAINING MANUAL
79CC
C1
DORNIER LUFTFAHRT
A6
A4
45CC
A4
A6
51CC
X2
X2
G3
TEST
G1
G2
14
13
12
X1
X1
X2
49CC
X1
CO T
4
9
CO T
C O T
11 12
7
33
3
55
33 33
COT
10
32
11
10
9
7
COT
3
3
10
10
8
6
C3
C1
A2
A1
48CC
B8
B2
B2
B1
TM-Flight Controls
A2
A8
33CC
Effectivity:
328-100 Mod.10
C = closes
O = opens
B8
B2
B6
NOSE
DN
PILOT
NOSE
UP
PILOT
B4
33CC
45CC
50CC
Fig. 36 Elevator Trim - Electrical Schematic (Sheet 1 of 3)
78CC
C2
B3
A3
33CC
33CC
B6
NOSE
DN
COPILOT A8
A2
NOSE
UP
COPILOT
B4
COT
3
1
10
12
5
4
3
2
1
CO T
3
33
CO T
2
5
10
31
C O T
1
31
55
32
A3
X1
48CC
X2
A1
59CC
X2
X2
X2
49CC A2
59CC
58CC
B3
B1
B1
B3
B2
B2
X1
X1
C3
C3
A1
C1
A3
42CC
D3
D1
D3
D1
A3
A1
A3
A1
38CC
A2
58CC
X1
42CC
X1
X2
X2
C1
C3
C2
59CC
58CC
5
8
59CC
A3
51CC
A3
6
4
A2
51CC
A1
A2
2
3
A3
A1
A3
A1
76CC
A2
39CC
A1
A2
C2
75CC
A2
45CC
D2
The ground circuit for the standby nose up relay 64CC is through contacts C3/C2 of the standby nose
down relay 65CC and the parallel contacts A6/A8 and B6/B8 of 63CC. This forms a mutual exclusion
circuit between nose up and nose down trim commands. Note that diode 66CC and 67CC also prevent
cross-coupling between the nose up and down circuits. The nose up relay 64CC and the main trim circuit
lockout relay 68CC both energize. Relay 68CC self-latches through its own contacts A2/A1 and the
contacts of the RESET switch/light 69CC. The relay has three functions:
- it locks out the main trim control circuit
- it disables the auto-trim circuit
- it switches over control of the trim actuators to the standby trim control circuit.
A STBY ELEV annunciator in the front face of the RESET switch/light indicates when the standby trim
circuit - and thus the lockout circuit - is active. The switch/light is guarded by a transparent spring-loaded
cover. The lockout circuit remains active until the RESET switch/light is pressed to de-energize relay
68CC.
28 VDC is now supplied to the actuator nose up circuit through:
- contacts B1/B2 of relay 68CC.
The ground circuit for the motor is through contacts C2/C1 of relay 68CC and contacts B2/B3 of relay
65CC.
The motor runs in the commanded direction until either the trim switch is released or until the nose up
internal limit switches in the actuators operate. The operation sequence is similar in reverse when nose
down is commanded, except that the standby nose down relay 65CC energizes instead of 64CC. The
operation of the actuator speed control circuit is not affected by the standby mode.
B
7
42CC
C2
A2
42CC
44CC
43CC
33CC
5
8
D2
45CC
41CC
B7
B7
33CC
2
B3
B3
B1
E1
A3
PILOT
COPILOT
33CC
B1
COPILOT
E3
E2
A7
A3
40CC
B2
B2
NOSE
DN
NOSE
UP
50CC
TEST
A5
A7
A1

Main Trim Switch 33CC/63CC
PILOT
B3
B1
45CC
B3
B1
42CC
39CC
58CC
X1
38CC
1
31CX
1A
A5
A1
33CC
2
ELEV
TRIM
Page: 27-70
ESS BUS 3PP
DORNIER LUFTFAHRT
Effectivity:
328-100 Mod.10
BUS1-2PP
1
61CX
3A
STBY EL
TRIM
STBY
ELEV TRIM
63CC
B3
A5
A1
A3
NOSE
UP
68CC
A2
A3
A1
63CC
38CC
-/+
66CC
A2
59CC
B3
39CC
A1
D2
from
65CC
(22)
D1
B2
A3
D1
D2
from
64CC
(21)
A2
B3
54CC
B1
B3
B1
64CC
B2
B3
B1
65CC
B2
B2
B1
B2
C1 D3
FEED BACK
B2
D3
B1
48CC
+/-
D1
D2
D2
B3
11TT DAU2
B1 D3
49CC
D1
58CC
+/SERVO TRIM
-/+
SIGN 33
B3
D2
B7
IAC1
SIGN 6
D1
B2
1TT
1TT DAU1
D3
D3
B5
B3
SIGN 646
67CC
A1
A3
69CC
RESET
B3
B1
B2
2LF
C3
C1
68CC
C2
DIN
refer to ATA 22
autotrim
52CC
C1
54CC
C2
X1
ACTR RH
C3
50CC
to
65CC-B1
(35)
to
64CC-B1
(34)
X2
LAMPTEST
53CC
X1
X1
X2
65CC
X2
C3
65CC
C1
C3
68CC
ACTR LH
X1
10CX
11CX
X2
C1
64CC
C2
C2
A2
55CC
A3
A3
63CC
CAS<200KCAS=OPEN
CAS>200KCAS=GND
1FA
15
16
17
CO T
31
32
28
28
CO T
32
33
18
CO T
29
29
40
40
18
19
B4
NOSE
UP
A2
20
FILTER
FAST M
D3
HI
STBY
ELEV
SLOW
D1
SIGN. 449
D2
SLOW M
B8
63CC
B6
NOSE
DN
A8
A4
MADC
B3
B2 B1
FILTER
Page: 27-71
B2
FAST
C2
LO
LO
9CX
FILTER
SIGN. 448
X2
C1
A6
21
22
C O T
55
34
22
C O T
55
35
21
23
24
C O T
25
32
33
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
Dornier 328
X1
15CX
A1
X2
11TU DAU2
C3
A2
HI
X1
B2
B1
TRAINING MANUAL
55CC
DAU1
B3
FILTER
1TU
A1
15CX
64CC
15CX
TM-Flight Controls
B1
A7
NOSE
DN
B1
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
4XP (26VAC)
1A
ELEV TRIM
IND LH
6XP (26VAC)
1A
13CX
ELEV TRIM
IND RH
1TU
14CX
2
11TU
DAU 1
SIGN 32
HI
DAU 2
SIGN 2
LO
refer to ATA 22
HI
LO
B078
B079
11TUB
R
C3
C1
38CC
C2
C3
C1
49CC
C2
A3
53CC
52CC
A1
64CC
A2
S2
S2
S1
R1
A3
S1
R2
A2
R2
S3
A1
65CC
R1
S3
ACTR LH
ACTR RH
refer to ATA 22
43
44
45
46
47
48
49
50
51
52
53
54
55

Actuator Speed Control
The fast and slow modes of the elevator trim actuators are controlled automatically by micro air data
computer 1 (MADC 1) as a function of the airspeed. Refer to (Chapter 34 - NAVIGATION) for details on
the MADC. The MADC controls two relays (55CC and 15CX) in the elevator trim circuit. At airspeeds
below 200 knots the ground circuit for the coil of each relay is open and the relays are de-energized. At
airspeeds above 200 knots the relays are energized.
When the relays are de-energized (below 200 knots):
- contacts A and B of relay 55CC connect the trim control circuit to the fast motor of the LH and RH
trim actuator respectively
- contact C of relay 55CC sends a fast speed mode indicating signal to the EICAS
Page: 27-72
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
- contacts A and B of relay 15CX send a fast motor sensing signal from the LH actuator to the EICAS
- contacts C and D of relay 15CX send a fast motor sensing signal from the RH actuator to the EICAS.
When the relays are energized (above 200 knots):
- contacts A and B of relay 55CC connect the trim motor control circuit to the slow motor of the LH
and RH trim actuator respectively
- contact C of relay 55CC sends a slow speed mode indicating signal to the EICAS
- contacts A and B of relay 15CX send a slow motor sensing signal to the EICAS
- contacts C and D of relay 15CX send a slow motor sensing signal from the RH actuator to the
EICAS.
Main Trim Runaway Override
An electrical fault in the actuator control circuitry, such as sticking contacts in one of the main trim
switches, could initiate a trim runaway. Override circuits ensure that a runaway of the trim actuators can
be stopped and reversed by instinctive operation of the same main trim switch in the opposite direction to
the runaway. Note that an attempt to override a runaway with the opposite trim switch will cause the
actuators to stop but not to reverse.
The following example describes the operation of the circuit if a runaway towards nose down occurs due
to sticking contacts in the LH main trim switch 33CC.
Relay 42CC is the captain's elevator trim master relay. Relays 49CC and 59CC are the nose down control
relays. All three relays energize when the LH trim switch 33CC is held to the DN position. 49CC and
59CC connect 28 VDC to the actuator nose down circuit. If contacts A5/A7 and B5/B7 of the captain's
trim switch stick remain closed when the switch is released the three relays will remain energized. This
will cause the trim actuators to run uncommanded towards nose down.
The trim runaway will be indicated to the flight crew by the continuing pitch down movement and by the
elevator trim position indicator on the EICAS. The runaway can be stopped and reversed by holding the
LH trim switch to the UP position. This energizes the nose down runaway override relay 39CC through:
contacts C2/C1 of relay 59CC.
When UP is selected the nose up control relays 38CC and 58CC energize. Note, however, that relay
39CC must be allowed to energize before 58CC. This is achieved by connecting the coils of 38CC and
39CC in parallel so that they energize together. 58CC cannot energize until 38CC (and thus 39CC) has
energized. Once 39CC is energized it is held closed by its own contacts A1/A2. Contact B of relay 39CC
interrupts the 28 VDC supply to the actuator nose down circuit and completes the ground circuit for the
nose up circuit.
Relays 38CC and 58CC connect 28 VDC to the nose up circuit of the actuators. The actuators now
reverse direction and override the trim runaway. If the fault still exists on the trim switch when the
overriding switch is released, the actuators will again run uncommanded towards nose down. The actuator
main trim circuit can be disabled by momentarily operating the standby trim switch 63CC to UP or DN.
The operation sequence is similar in reverse if the trim runaway is in the nose up direction. The operation
sequence is similar if the runaway is caused by the RH main trim switch 33CC.
Runaway Override Test
The TRIM TEST push switch 50CC is used to test the trim runaway override circuits of the following
systems:
Effectivity:
328-100 Mod.10
Page: 27-73
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
To test the elevator trim runaway override circuit, press and hold the captain's or first officer's main
elevator trim switch to UP or DN. The trim actuators will operate in the commanded direction. Now press
and hold the TRIM TEST switch. If the runaway override circuits are serviceable, the actuators will
reserve direction. When the test switch is released the actuators will start again in the commanded
direction. The following example describes the operation of the circuit when the LH (captains) elevator
trim switch 33CC is held to UP and the test switch pressed.
When the LH main trim switch 33CC is held to the UP position, relays 42CC, 38CC and 58CC energize
as previously described. If the TRIM TEST switch is now pressed and held, the trim test relay 51CC
energizes. The nose up runaway override relay 48CC now energizes through:
- diode 75CC
- contacts C2/C1 of relay 58CC.
Once 48CC is energized it is held closed by its own contacts A1/A2. The nose down relays 49CC and
59CC also energize through the B contacts of relay 51CC and connect 28 VDC to the nose down circuit
of the trim actuators. The actuator ground circuit is completed through contacts B2/B1 of relay 48CC.
The actuators now reverse direction.
The test sequence is similar in reverse when the LH trim switch is held to DN. The operation sequence is
similar if the RH main trim switch 33CC is tested.
Main Trim Circuit Fault Protection
Protection circuits disable the main trim control circuit should an unwanted connection with 28 VDC
occur. This is achieved by connecting critical wiring to ground through a series/parallel contact
arrangement of the main trim switches.
The protected circuits are:
- the main nose up and nose down control circuits when no main trim switch is operated
- the main nose up control circuit when a main trim switch is operated to nose down
- the main nose down control circuit when a main trim switch is operated to nose up.
The main nose up control circuit is connected to ground through the following series connections:
- contacts B2/B4 and/or A2/A4 of the RH main trim switch 33CC
- contacts B2/B4 and/or A2/A4 of the LH main trim switch 33CC.
The main nose down circuit is connected to ground through the series circuit:
- contacts B8/B6 and/or A8/A6 of the RH main trim switch 33CC
- contacts B8/B6 and or A8/A6 of the LH main trim switch 33CC.
Any unwanted 28 VDC connection will cause the ELEV TRIM circuit breaker 31CC to trip and remove
all power from the main trim control circuit.
Diodes in the main trim control circuits prevent cross-coupling between:
- the captain's nose up and nose down control circuits (diodes 40CC and 41CC)
- the first officer's main nose up and nose down control circuits (diodes 43CC and 44CC).
Standby Trim Circuit Fault Protection
Protection circuits disable the standby trim control circuit should an unwanted connection with 28 VDC
occur. This is achieved in a similar manner to the main trim control circuit.
The protected circuits are:
- the standby nose up and nose down control circuits when the standby trim switch 63CC is not
operated
- the standby nose up control circuit when the standby trim switch is operated to nose down
- the standby nose down control circuit when the standby trim switch is operated to nose up.
Page: 27-74
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
The standby nose up circuit is connected to ground through contacts B2/B4 and/or A2/A4 of the standby
trim switch 63CC. The standby nose down circuit is connected to ground through contacts B8/B6 and/or
A8/A6 of the standby trim switch 63CC. Any unwanted 28 VDC connection will cause the STBY EL
TRIM circuit breaker 61CC to trip and remove all power from the standby trim control circuit.
Diodes in the standby trim control circuits prevent cross-coupling between the standby nose up and nose
down control circuits (diodes 67CC and 66CC).
Auto-Trim
Signals from the automatic flight control system (AFCS) are used to operate the trim actuators for autotrim. Auto-trim is enabled automatically by a discrete 28 VDC signal from an integrated avionics
computer (IAC 1). The signal controls a relay 54CC in the elevator trim circuit. If the auto-trim signal is
not available from the AFCS, relay 54CC is de-energized and:
- its contacts A and B put the trim actuators under the control of the main trim control circuit
- its contacts C and D ensure that the feedback lines from the actuator control circuit to the IAC are
open.
When the auto-trim signal is available relay 54CC energizes and:
- its contacts A and B switch control of the trim actuators from the main trim control circuit to the IAC
- its contacts C and D close the feedback circuit from the actuator control circuit to the IAC.
The operation of the actuator speed control circuit is not affected when auto-trim is active.
Manual trimming is still possible when the aircraft is flying under autopilot control. Any activation of
either the LH or RH main trim switch causes the AFCS to interrupt the auto-trim enable signal to relay
54CC. This is achieved by the C contacts of relay 38CC (if nose up trim is manually selected) or relay
49CC (if nose down trim is manually selected).
When a trim switch is released the auto-trim mode is again automatically re-enabled.
If the standby trim circuit is activated, the auto-trim mode is locked out. This is achieved by contacts B
and C of relay 68CC. Relay 68CC energizes when the standby elevator trim switch 63CC is operated. and
remains energized until the main trim system is re-enabled. In addition to the lockout circuit, any
activation of the standby trim switch causes the AFCS to interrupt the auto-trim enable signal to relay
54CC. This is achieved by the A contacts of relay 64CC (if nose up trim is manually selected) or the A
contacts of relay 65CC (if nose down trim is manually selected).
For more information refer to Chapter 22 -Autoflight.
SYSTEM INDICATIONS
Certain components of the elevator trim control system send signals to the electronic indicating, caution
and advisory system (EICAS). The signals are sent to data acquisition units (DAU's) and are used:
- to display the elevator trim setting by pointers and analogue scales on the primary and FLIGHT
CONTROL pages of the EICAS
- to indicate correct operation of the elevator trim actuator speed control circuit by blue status
messages on the FLIGHT CONTROL page
- to indicate incorrect operation of the elevator trim actuator speed control circuit by amber caution
messages on the primary and FLIGHT CONTROL pages
- to indicate an asymmetrical condition between the LH and RH trim tabs by amber caution messages
on the primary and FLIGHT CONTROL pages
- to indicate a failed trim actuator motor by an amber message on the SYS MAINT page.
Effectivity:
328-100 Mod.10
Page: 27-75
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Trim Position Indicating
T/O FLAPS elevator trim green range

+4.5 (30%) to +10.5 (75%).
+15
100%
+10.5
+7.5
+4.5
+3.75
0
70%
50%
30%
25%
0%
NU +11.25 75%
-3.75
ND -5
-50%
-65%
The elevator trim scale has a green range for

take-off flap position. The trim indicator must
be in the green range for take off.
Fig. 39 Elevator Trim Controls - Position Indicating
Each elevator trim actuator has an integral synchro-type position transmitter. The LH transmitter sends an
elevator trim position signal to data acquisition unit 1 (DAU 1) in the EICAS system for processing. The
RH transmitter sends an identical signal to DAU 2 for processing. The value of each synchro signal is
between -7.18 VRMS (-5 tab deflection) and +7.18 VRMS (+15 tab deflection). Under normal
operating conditions only the LH elevator trim setting is indicated by a pointer against an analogue scale
on the primary and FLIGHT CONTROL pages of the EICAS.
When T/O configuration is selected with the bezel buttons on the primary EICAS page a green bar in the
elevator trim scale indicates the required trim settings for take-off. The pointer changes its colour when it
is in the green range.
Trim Synchronization
The synchronization (symmetry) of the trim tab actuators is continuously monitored. The EICAS
compares the signals from the LH and RH trim actuators. If a difference of more than 2 is detected
between the position of the LH and RH trim tab:
- the position of the RH trim tab is displayed against the analogue scale by a second pointer. The LH
and RH pointers are displayed in amber.
- an amber PITCH TRIM ASYM caution message is displayed on the primary and FLIGHT
CONTROL pages of the EICAS.
Page: 27-76
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Trim Speed Mode Indicating

Correct Trim Speed Below 200 Knots (Fast Trim Mode)
If MADC 1 reports an airspeed below 200 knots and the trim actuator is in the fast mode, then:
- a blue TRIM SPEED FAST status message is displayed on the EICAS FLIGHT CONTROL
page.
Incorrect Trim Speed Below 200 Knots (Slow Trim Mode)
If MADC 1 reports an airspeed below 200 knots and the trim actuator is in the slow mode, then:
- an amber TRIM SPEED SLOW caution message is displayed on the primary EICAS page and
on the FLIGHT CONTROL page.
Correct Trim Speed Above 200 Knots (Slow Trim Mode)
If MADC 1 reports an airspeed above 200 knots and the trim actuator is in the slow mode, then:
- a blue TRIM SPEED SLOW status message is displayed on the EICAS FLIGHT CONTROL
page.
Incorrect Trim Speed Above 200 Knots (Fast Trim Mode)
If MADC 1 reports an airspeed above 200 knots and the trim actuator is in the fast mode, then:
- an amber TRIM SPEED FAST caution message is displayed on the primary EICAS page and on
the FLIGHT CONTROL page.
MFD PAGE
Fault or Condition
FLIGHT CONTROLS
white pointer against
analogue scale. Scale has
white tic marks every 25%
from -50% to +100% and
an extra mark at -65%
AMBER
RH pointer
-
white pointer against

analogue scale. Scale has
white tic marks every
25% from -50% to
+100% and an extra mark
at -65%
AMBER
RH pointer
BLUE
TRIM SPEED FAST
AMBER
AMBER
TRIM SPEED FAST
TRIM SPEED FAST
BLUE
TRIM SPEED SLOW
AMBER
AMBER
TRIM SPEED SLOW
TRIM SPEED SLOW
AMBER
AMBER
PITCH TRIM ASYM
PITCH TRIM ASYM
Effectivity:
328-100 Mod.10
Indicates LH elevator trim settings. (Tab

deflection -6.5 to +10) Note: If msg.
PITCH TRIM ASYM is valid the white
pointers changes to amber Note: The
analogue scale has a green range when flaps
are extended for take-off.
Indicates RH elevator trim settings only
when msg. PITCH TRIM ASYM appears.
Elevator trim speed fast at airspeed <200 kts
Relay 55CC de-energized and MADC 1
report <200 kts
Elevator trim speed fast at airspeed >200 kts
Relay 55CC de-energized and MADC 1
report >200 kts
Elevator trim speed slow at airspeed >200
kts Relay 55CC energized and MADC 1
report >200 kts
Elevator trim speed slow at airspeed <200
kts Relay 55CC energized and MADC 1
report <200 kts
Position of LH and RH elevator trim
actuators differs by >2
Page: 27-77
RH
ELEVATOR
TQ
ELEV DISCONNECT
RUDDER LIMITED
RUDDER
80.2
80.2
AILERON
Fig. 40 Elevator Trim Indications
TM-Flight Controls
NP
800
PITCH TRIM ASYM

TRIM
E
L
E
V
AIL
RUD
ROLL
800
NU
ITT
TRIM SPEED FAST

80.3
ND
80.3
ROLL
FLAP ASYM
12
0
20
NU
500
2870
OIL
TEMP
OIL
PRSS
FF LBS / HR
FQ LBS
ND
500
2870
ENGINE
MAIN
SYSTEM 1 / 3
HYDR
FUEL
NEXT
CAPT
REF
SYSTEM DATA
COPY
AHRS
F/O
SYSTEM
MSG
Effectivity:
328-100 Mod.10
DORNIER LUFTFAHRT
32
FLIGHT
CONTROL
2000 FT
0 FPM
NH
FLAPS
CAB ALT
V/S
Dornier 328
TRIM SPEED FAST

TRIM SPEED SLOW
PITCH TRIM ASYM
SYS MAINT
END
97.0
97.0
LH
TRAINING MANUAL
Honeywell
Page: 27-78
Honeywell
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Standby Trim/Main Lockout Circuit Status

A STBY ELEV annunciator in the front face of the RESET switch/light 69CC indicates when the standby
trim circuit and the main trim lockout circuit are active.
Trim Actuator Status
Honeywell
FUEL
L TRANSFER MON 021292
R TRANSFER MON 021292
FLIGHT CONTROLS
TRIM MOT FAIL
ELECTR
APU
CPCS
BACKUP INSTRUMENTS
OVERTEMP EGT
OVERCURRENT ECU
OIL TEMP HIGH
OXYGEN
QTY ACCURACY
ENGINE
ICE PROTECT
L SWDW TEMP
R SWDW TEMP
L FWDW TEMP
R FWDW TEMP
L RGB CHIPS DETECT

R RGB CHIPS DETECT
L ENG CHIPS DETECT
R ENG CHIPS DETECT
HYDRAULICS
PROXI MAINT
SYSTEM 3/3
CPCS/
OXYGEN
DOORS
SYS
MAINT
SENSOR
DATA
NEXT
Fig. 41 Elevator Trim Indications SYS MAINT page

The operation of both trim actuators is monitored by two current sensing circuits in each actuator; one
each for the fast and slow motor. The switch over between the fast and slow motor sensing circuits is
controlled by relay 15CX as a function of airspeed. The fast sensing circuit is active at airspeeds below
200 knots and the slow sensing circuit above 200 knots. The LH actuator sends a 0 to 10 VDC analogue
signal to DAU 1 for processing. The RH actuator sends an identical signal to DAU 2. If one actuator is
not drawing current and the other actuator is, an amber ELEV TRIM MOT FAIL message is displayed on
the SYS MAINT page of the EICAS.
MFD PAGE
Fault or Condition
SYS MAINT
AMBER
One elevator trim actuator failed. LH or RH
trim actuator running and
ELEV TRIM MOT FAIL
LH or RH trim actuator drawing too little or
too much current.
Effectivity:
328-100 Mod.10
Page: 27-79
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
27-33 STALL WARNING AND PREVENTION

GENERAL
AOA RH
DAU2
INPUT
OUTPUT
DAU1
OUTPUT
AOA LH
INPUT
FLAP POSITION
ICE DETECTION
The DAUs compare incoming AOA signals with two

pre-defined levels. One for stick shaker and a higher
one for stick pusher. The shaker threshold depends
on flap position, icing status and relationship between
RH SHAKER
measured and true AOA. The pusher threshold

depends on flap positon and relationship between
measured and true AOA.
LH SHAKER
GROUND TEST
L Shaker
AND
PSEU
(WOW)
R Shaker
AND
LH
FWC
Pusher
TEST
RH
AND
L AOA
RAOA
AND
PUSH
RESET
AND
reseted
PUSHER
Fig. 42 Stall Warning and Prevention - Diagram

This section provides information on that portion of the flight control system which warns the flight crew
of an impending stall and which automatically activates the elevators to prevent a stall.
Page: 27-80
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
The stall warning and prevention system provides the flight crew with an acoustic and tactile warning
(stick shaker) of an impending stall condition. If the warnings are ignored and the danger of a stall
increases, a stick pusher is automatically activated. This reduces the angle of attack and prevents a
departure into the stall regime.
Angle of Attack Information
Angle of attack (AOA) information is provided by a LH and RH AOA sensor that continuously measure
the aircraft local AOA. The sensors send the AOA information to the LH and RH data acquisition units
(DAU 1 and DAU 2) where the stall warning computations are performed.
Stall Warning Computing
The DAU's perform all stall warning calculations using special algorithms. Each DAU has two channels.
Channel A of DAU 1 and channel B of DAU 2 receive information from the LH AOA sensor. Channel A
of DAU 2 and channel B of DAU 1 receive information from the RH AOA sensor.
The DAU's compare the incoming AOA signals with two pre-defined threshold levels; one for the stick
shaker and a higher one for the stick pusher. The stick shaker and stick pusher thresholds are dependent
on certain flight conditions and are thus not fixed values. The shaker and pusher threshold depends on
flap position, icing status and the relationship between measured AOA and true AOA.
The stall warning and prevention system has two subsystems (LH and RH). The two subsystems are
independent except that the stick shaker algorithm uses the average value of the LH and RH AOA for
each stick shaker. This prevents inadvertent activation of a stick shaker in sideslip conditions. In the event
of an AOA sensor failure, the associated stick shaker and the stick pusher are inhibited. The onside AOA
values are then used for the other stick shaker instead of the average values.
Stick Shaker
If the signal to either channel A or B of a DAU reaches the shaker threshold level the DAU generates a
signal to activate its associated stick shaker. DAU 1 and DAU 2 control the stick shaker located at the top
of the captain's and first officer's control column respectively. The stick shaker is switched off
automatically when the AOA is reduced to below the threshold level.
Stick Pusher
If the flight crew takes no action to lower the nose of the aircraft and the AOA increases further, the stick
pusher will be activated. This requires that the stick pusher threshold level is reached in both DAU 1 and
DAU 2. When this occurs each DAU energizes a relay. The contacts of the two relays form a series
circuit in the 28 VDC supply line to the stick pusher control circuit. The contacts of a further relay are
connected in the ground line of the pusher control circuit. This third relay is controlled by a fault warning
computer (FWC) which monitors certain conditions. All three relays must energize to activate the stick
pusher. When the stick pusher is activated the elevators are operated to pitch the nose of the aircraft down
and both control columns are pushed forward. If necessary the flight crew can override the stick pusher
by pulling on the control columns. The stick pusher is reset automatically when the AOA is reduced to
below the threshold level.
System Inhibition on Ground and below 100 ft Radar altitude
DAU 1 and 2 receive main landing gear weight-on-wheels (WOW) signals from a proximity switch
electronic unit . These signals:
- inhibit the stick shaker when the aircraft is on the ground (except in the test mode)
- inhibit the stick pusher when the aircraft is on the ground (except in the test mode) and for 2 minutes
after the main wheels leave the ground.
DAU 1 and 2 also receive signals from the radar altimeter system (Chapter 34 - NAVIGATION). These
signals inhibit the stick pusher when the aircraft radar altitude is below 100 ft (except in the test mode).
Effectivity:
328-100 Mod.10
Page: 27-81
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
A number of other conditions must be fulfilled during flight before the stick shaker and stick pusher can
be enabled.
Stick Pusher Disarm
The stick pusher can be disarmed at the discretion of the flight crew. This is done by pressing a pusher
disarm switch/light located on the center pedestal. An OFF caption in the switch indicates the disarmed
state. If the stick pusher is disarmed in this way during flight, it is locked out and can only be reset on the
ground.
Autopilot Disengagement
The autopilot automatically disengages if either a stick shaker or the stick pusher is activated. It does not
re-engage automatically when the AOA reduces to below the stick shaker switch-off level or below the
stick pusher reset level.
System Test
Two test switches are installed for testing the stick shaker and stick pusher circuits on the ground. If the
LH or RH test switch is pressed the associated stick shaker is activated. The stick shaker is deactivated
when the test switch is released. If both test switches are pressed simultaneously the stick pusher is
activated. The stick pusher resets when one of the test switches is released.
An automatic power-up test is performed by the fault warning computer. The FWC is an integral part of
the integrated avionic computers IAC 1 and IAC 2. The test is only performed on the ground and checks
the integrity of the shaker and pusher circuit breakers and the pusher control relay interfaces. If the test
fails, an appropriate message is displayed on the electronic indicating, caution and advisory system
EICAS.
System Monitoring and Indicating
The stall warning computing function of the DAU's and the monitoring function of the FWC both receive
signals from the stall warning and prevention system and other aircraft systems. These signals are used to
decide whether or not the stick shaker or stick pusher should remain available or be inhibited. In the event
of non-conformance with a required condition, the stick shaker or stick pusher is inhibited and a message
sent to the EICAS. Other messages are displayed on the primary flight displays.
The LH (RH) stick shaker is inhibited by the associated DAU channel if one or more of the following
conditions exist:
- aircraft is on the ground and speed is less than 50 knots
- LH (RH) AOA signal out of range
- LH (RH) AOA ARINC label not normal
- LH (RH) ARINC failure (no activity)
- flap position invalid.
The stick pusher is inhibited by the FWC if one or more of the following conditions exist:
- aircraft is on the ground or airborne for less than 2 minutes
- aircraft is at a radar altitude of less than 100 ft
- difference of more than 5 between the LH and RH AOA signal for more than 5 seconds
- LH or RH AOA signal invalid
- LH or RH AOA failed
- difference of more than 5 between the LH and RH flap position
- LH or RH flap position invalid
- normal acceleration signal from both attitude and heading reference systems (AHRS) invalid
- difference between LH and RH normal acceleration exceeds pre-defined limit
- both AHRS failed
- difference between LH and RH dynamic pressure exceeds pre-defined limit
- both micro air data computers (MADC) failed.
Page: 27-82
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL

Auto Flight System (Chapter 22)
The autopilot automatically disengages if either a stick shaker or the stick pusher is activated. It does not
re-engage automatically when the AOA reduces to below the stick shaker switch-off level or below the
stick pusher reset level.
Communications (Chapter 23)
An amber L AOA FAIL or R AOA FAIL caution message is displayed on page 2 of the radio
management unit (RMU) if an AOA sensor fails.
Indicating/Recording Systems (Chapter 31)
Certain components of the stall warning and prevention system send signals to the electronic indicating,
caution and advisory system (EICAS). The signals are sent to data acquisition units (DAU's) and are
used:
- to indicate correct operation of the stick pusher by a blue status message
- to indicate a malfunction in the stick pusher system by an amber caution message
- to indicate a malfunction in the stick shaker system by an amber caution message
- to indicate a low shaker threshold under icing conditions by a blue status message
- to indicate a failed AOA sensor by an amber caution message
- to indicate a discrepancy between the AOA data from the LH and RH AOA sensors by an amber
caution message.
The messages are displayed on the CAS field of the primary EICAS page. Caution messages on the CAS
field are accompanied by a single chime in the flight crew headphones and flashing master caution
switch/lights.
The stall warning and prevention subsystem consists of the following components:
FIN
Component
Panel
Zone
2WH
LH AOA sensor
210
12WH
RH AOA sensor
210
6WH
LH stick shaker
210
6WH
RH stick shaker
210
25WH
stick pusher
310
22WH
pusher disarm switch/light
33VE
210
7WH
LH stall warning test switch
33VE
210
17WH
RH stall warning test switch
33VE
210
24WH
pusher reset switch
210
5WH, 15WH, 26WH
pusher control relays
22VE
210
4WH, (14WH)
LH (RH) stick shaker relays
22VE
210
23WH
pusher disarm relay
22VE
210
1WH
circuit breaker
12VE
210
11WH, 21WH, 28WH
circuit breakers
10VE
210
Effectivity:
328-100 Mod.10
Access Door
123-AL
122-AR
211-GFZ
212-FZF
312-AL
123-AL
Page: 27-83
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
LH (RH) AOA Sensor 2WH (12WH)
Sensor Vane
Sensor
Electrical
Connector
Fig. 43 AOA Sensors
Two trailing vane-type angle of attack (AOA) sensors are installed; one each on the LH and RH side of
the fuselage between frames 6 and 7. The operation of the two sensors is identical; the following
description applies to both units.
The sensor consists of an externally mounted movable vane connected by a shaft to a resolver inside the
aircraft. The vane moves relative to a fuselage datum line as a function of the aircraft angle of attack. This
movement is converted by the resolver to electrical signals that are proportional to the angle of attack.
The signals are converted to digital data that is sent on an ARINC 429 bus to the data acquisition units
(DAU 1 and DAU 2). Each sensor sends AOA data to both DAU's.
To ensure accurate AOA sensing in icing conditions the vane and the sensor case are heated by individual
28 VDC electric heater elements. Refer to (Chapter 30 - ICE AND RAIN PROTECTION) for details of
the AOA heater control circuits.
The sensor has a failure detection facility which can detect the following faults:
- vane heater failure
- resolver failure
- failure in the electronics section
- power supply failure
- ARINC failure.
The fault information is sent on the ARINC bus to the associated DAU. The DAU sends the information
to the fault warning computer which then inhibits the stick pusher and the associated stick shaker.
Page: 27-84
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
LH (RH) Stick Shaker 6WH

B
Bell
Hammer
Unbalanced
Mass
Stick Shaker
Control
Column
Spring
Fig. 44 Stick Shaker

Two stick shakers are installed; one each on the upper front part of the LH and RH control column. The
two shakers are identical; the following description applies to both units. The shaker consists of a housing
containing a DC electric motor that drives an unbalanced mass through a reduction gear. The unit is
attached to a U-shaped spring fixed to the front surface of the control column. When the stick shaker is
activated the unbalanced mass rotates and causes the control column to vibrate. An extension to the
spring has a small hammer attached. The vibrations cause the hammer to strike a bell installed
immediately above the shaker. The flight crew is thus provided with a tactile and aural warning of an
impending stall.
Stick Pusher 25WH
Quadrant Assembly
Stick Pusher
Lever
Fig. 45 Stick Pusher

Effectivity:
328-100 Mod.10
Page: 27-85
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
The stick pusher is installed in the rear fuselage between frames 46 and 47. The pusher consists of, DC
electric motor, motor brake, motor filter, reduction gearing, ball screw and nut, spring loaded piston rod,
control relays and micro switches.
Under normal conditions the spring is compressed and the piston rod extended. The piston rod is locked
in this position by a solenoid de-activated motor brake and also by a mechanical lock. If the stick pusher
is activated, electrical power releases the brake and starts the motor. The movement of the motor is
transmitted to the piston rod through the reduction gearing and the ball screw and nut. The initial part of
the movement releases the mechanical lock and allows the spring to retract the piston rod into the pusher
housing.
The aft end of the pusher is connected to the forward face of frame 47. The forward end is connected to a
lever installed on the shaft of the elevator control quadrant assembly. When the elevators are operated by
moving the control columns the quadrant lever does not move with the quadrant shaft. This is achieved by
a cut-out segment on the end of the shaft which moves around a lug on the lever. The length of the cut-out
is such that full elevator movement is assured without contacting the lug. When the stick pusher is
activated it moves the lever. The initial part of the movement covers the cut-out area on the end of the
quadrant shaft. As the lever continues moving, its lug contacts the end of the cut-out and drives the
quadrant assembly - and thus the elevators and control columns to a 10 nose down position. At their
discretion the flight crew can override the stick pusher by pulling the control columns back. The override
force is 24.8 to 27.1 daN (55.7 to 60.9 lbs).
When the stick pusher receives the signal to reset, the brake is again released and the motor energizes,
this time in the reverse direction. The motor extends the piston rod and reloads the spring. When the
piston rod is fully extended the mechanical lock re-engages and the motor brake is applied. The stick
pusher is now fully reset.
The pusher is equipped with three integral micro switches that are controlled by the piston rod. Two of
the switches act as limit switches and stop the motor at the travel limits. The third switch controls the
following EICAS caution messages:
- pusher fail message if the pusher does not activate when it receives the activate signal
- pusher reset fail message if the pusher does not reset when it receives the reset signal.
LH (RH) Stall Warning Test Switch 7WH (17WH)
Fig. 46 Stall Warning and Prevention Controls - RH Miscellaneous Panel

Two push-to-test switches are installed in the RH miscellaneous panel 33VE in the center pedestal. The
switches are labelled STALL WARN TEST LH and STALL WARN TEST RH. They are used for testing
the stick shaker and stick pusher circuits on the ground. If the LH or RH test switch is pressed the
associated stick shaker is activated. The stick shaker is deactivated when the test switch is released. If
both test switches are pressed simultaneously the stick pusher is activated. The stick pusher resets when
one of the test switches is released.
Page: 27-86
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Pusher Disarm Switch/Light 22WH

The pusher disarm switch/light is a press in/press out switch installed in the miscellaneous panel 33VE in
the center pedestal. The switch is labelled PUSHER and can be used at the discretion of the flight crew to
disable the stick pusher. If the switch is pressed in, the stick pusher control circuit is disabled and locked
out. The circuit can then only be re-enabled on the ground. If the switch is pressed in when the stick
pusher is activated, the pusher will reset. A white OFF annunciator in the front face of the switch comes
on to indicate that the stick pusher is disarmed. The caption remains on even if the switch is pressed out
and does not go out until the pusher is re-enabled on the ground.
Pusher Reset Switch 24WH
+
++
++
+
+
+
+
+
+
+
+
+
+
Pusher Reset Switch 24WH
Fig. 47 Stall Warning and Prevention Controls - Pusher Reset Switch

The pusher reset switch is a push-to-reset switch installed in the LH side of the nose landing gear bay.
The switch contacts are connected in series with the pusher disarm circuit and hold the pusher control
circuit locked out after the pusher disarm switch 22WH has been pressed. The pusher control circuit is reenabled when the switch is pressed. The switch is not accessible during flight.
OPERATION
Power Supplies
The stall warning and prevention subsystem is supplied with electrical power as follows:
Component
Bus
Circuit Breaker
No.
LH AOA sensor and LH stick

ESSENTIAL BUS 3PP
AOA/STALL WARN LH 1WH
shaker circuits
RH AOA sensor and RH stick NON ESSENTIAL BUS 2 5PP
AOA/STALL WARN RH
shaker circuits
11WH
stick pusher control and
NON ESSENTIAL BUS 2 5PP
PUSHER CTRL 21WH
power circuit
PUSHER PWR 28WH
System Power-Up
The stall warning and prevention circuit is energized when 28 VDC is applied to the aircraft bus system.
Effectivity:
328-100 Mod.10
Page: 27-87
1
20
21WH
2WH
PUSH FAIL
IAC2
TP5
TP2
PUSH A1
RESET
11TT
IAC1
TP4
1TT
A3
TP5
PUSH A3
DISARM
A2
PUSH FAIL
24WH
A1
TP4
22WH
A2
28WH
PUSHER
PWR
TP2
3
PUSHER
CTL
12WH
4WH
X1
X1
A3
A1
X2
X2
4WH
A2
5WH
X1
AOA
SENSOR
RH
14WH
A3
X1
14WH
X2 15WH
A1
A3
A1
B3
23WH
A2
A2
A3
X1
X2
A1
5WH
X1
A2
26WH
23WH
B1
B2
X2
X2
A3
15WH
A1
A2
11TU
DAU 1
SIGN 471
SHAKER DRIVER
SIGN 209
AOA SENSOR RH
SIGN 208
AOA SENSOR LH
1TU
H
SIGN 208
AOA SENSOR LH
SIGN 208
PUSHER DRIVER
SIGN 472
SHAKER DRIVER
L
SIGN 209
AOA SENSOR RH
SIGN 474
PUSHER DRIVER
30WH
2LF
DIMMER
PUSHER ACTIV
PUSHER INACTIV
25WH
TEST
STICK
PUSHER
DAU 2
M
TP1
M
A2
1TT
1TT
11TT
IAC1
IAC2
STICK
SHAKER
RH
A2
STALL
WARN
TEST LH
A1
17WH
TP3
M
11TT
A3
7WH
6WH
TP3
OFF
1TT
22WH
11TT
1TT
11TT
IAC1
IAC2
TP6
TP6
A3
STALL
WARN
TEST RH
A1
A1
A3
26WH
A2
Effectivity:
328-100 Mod.10
C = closes
O = opens
C O T
6
C O T
21
10
11
12
C O T
14
13
C O T
21
14
15
16
17
C O T
18
21
18
19
C O T
21
20
21
22
23
24
25
26
DORNIER LUFTFAHRT
STICK
SHAKER
LH
TP1
FILTER
6WH
SIGN316
TEST
IAC2
SIGN316
TEST
IAC1
FILTER
11TT
SIGN317
TEST
FILTER
1TT
SIGN317
TEST
TM-Flight Controls
AOA
SENSOR
LH
Dornier 328
11WH
TRAINING MANUAL
1
3
AOA / STALL
WARN RH
1WH
NON ESS BUS2-5PP
1
3
AOA / STALL
WARN LH
Fig. 48 Stall Warning and Prevention - Electrical Diagram
Page: 27-88
ESS BUS-3PP
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Power-Up Test
An automatic test is performed by the fault warning computer each time the system is powered up. The
test is only performed when the aircraft is on the ground. The integrity of the shaker and pusher circuit
breakers and the operation of the pusher control relays are tested. If the test fails, an appropriate message
is displayed on the electronic indicating, caution and advisory system EICAS.
Six pairs of test points are provided for monitoring purposes. Test points TP1 through TP3 monitor the
integrity of the following circuit breakers:
- TP1 monitors the integrity of the AOA/STALL WARN LH circuit breaker 1WH
- TP2 monitors the integrity of the PUSHER CTRL circuit breaker 21WH and the status of the pusher
disarm switch/light 22WH
- TP3 monitors the integrity of the AOA/STALL WARN RH circuit breaker 11WH.
If an open circuit breaker is detected an appropriate caution message is displayed on the EICAS.
The power-up test exercises the three pusher relays 5WH, 15WH and 26WH according to a defined
program. Test points TP4 through TP6 monitor the function of these relays as follows:
- TP4 monitors the function of the pusher control relay 5WH (controlled by DAU 1)
- TP5 monitors the function of the pusher control relay 15WH (controlled by DAU 2)
- TP6 monitors the function of the pusher control relay 26WH (controlled by the FWC).
If a failed relay is detected the FWC inhibits the stick pusher and displays a caution message on the
EICAS.
System Test
General
Two push-to-test switches are installed on the forward section of the center pedestal. The switches
are labelled STALL WARN TEST LH and RH. They are used for testing the stick shaker and stick
pusher circuits on the ground. The test facility is inhibited when the aircraft is airborne.
Shaker Test
Note:
The operation of the LH and RH stick shaker test is similar. The operation of the LH shaker test is
described. Differences for the RH shaker test are covered in the text or given in parentheses.
If the LH (RH) test switch is held pressed, a discrete ground signal is sent to the fault warning
computer. The FWC sends a signal to DAU 1 (DAU 2) which generates the shaker driver signal.
This signal completes the ground circuit for the coil of the LH shaker relay 4WH (RH shaker relay
14WH). The relay energizes and its contacts A1/A2 supply 28 VDC to activate the LH (RH) stick
shaker 6WH.
When the test switch is released, the ground signal is removed from the FWC which tells DAU 1
(DAU 2) to remove the shaker driver signal. Relay 4WH (14WH) de-energizes and the stick shaker
is deactivated.
Pusher Test
Note:
The control columns must be in the neutral or pulled position when the pusher test is performed.
If both test switches are held pressed simultaneously, two discrete ground signals are sent to the
FWC. On receipt of these signals the FWC generates the following signals:
- signal to DAU 1 to generate the pusher driver signal. This signal completes the ground circuit
for the coil of the pusher control relay 5WH. The relay energizes.
- signal to DAU 2 to generate the pusher driver signal. This signal completes the ground circuit
for the coil of the pusher control relay 15WH. The relay energizes.
- ground signal for the coil of the pusher control relay 26WH. The relay energizes.
Effectivity:
328-100 Mod.10
Page: 27-89
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
The A contacts of relays 5WH and 15WH complete the 28 VDC power supply to the pusher relays 1
and 2 in the stick pusher 25WH. The A contacts of relay 26WH complete the ground circuit for the
two relays. The relays energize and the stick pusher is activated as described in - Pusher Activation.
When either test switch is released, ground signal is removed from the FWC. This removes either the
pusher driver signal to relay 5WH or to relay 15WH. The associated relay de-energizes and resets the
stick pusher as described in - Automatic Pusher Reset.
Stall Warning Computing
Data Acquisition Units
Using a special algorithm the DAU's perform all calculations necessary to activate the stick shakers
and the stick pusher. The computing is done on four channels; channel A and B in DAU 1 and
channel A and B in DAU 2. The angle of attack data from the LH AOA sensor is sent to channel A
of DAU 1 and channel B of DAU 2. The AOA data from the RH sensor is sent to channel A of DAU
2 and channel B of DAU 1. This means that a failure of one channel does not lead to the loss of the
stall warning and prevention facilities.
A further function of the DAU's is to perform a credibility check of the incoming AOA values. This
minimizes undetected failures of the AOA sensors. Each DAU channel checks whether the
associated AOA value is within the acceptable range of 30. If this condition is not fulfilled in both
channels of a DAU the AOA is considered failed and the stick pusher and the associated stick shaker
are inhibited.
The AOA values from the AOA sensors are compared with two pre-defined threshold values. The
first threshold is used for the stick shaker and the second for the stick pusher. The shaker and pusher
thresholds are dependent on certain flight conditions and are thus not fixed values. The shaker
threshold depends on flap position, icing status and the relationship between measured AOA and true
AOA. The pusher threshold depends on flap position and the relationship between measured AOA
and true AOA.
The following inputs are received by the DAU's for calculation of the threshold values and for
system control:
- AOA signals
- AOA sensor fail signal
- weight-on-wheels (WOW) signals
- radar altitude signals.
- flap position signals.
- propeller de-ice signals
- elevator horn de-ice signals
The following outputs are provided by the DAU's:
- stick shaker driver.
- stick pusher driver.
- Failure indication on EICAS ref. to system indications
Fault Warning Computer (FWC)
The FWC is not a physical component but is a function of two integrated avionic computers (IAC 1
and IAC 2).
The primary purpose of the FWC is to monitor the performance of the stall warning and prevention
system. If certain failures occur in the system or if certain conditions are not fulfilled, the computer
disables the associated control circuit and generates messages which are displayed to the flight crew.
The FWC also disengages the autopilot if a stick shaker or the stick pusher is activated.
An independent monitor in the FWC uses a special algorithm to prevent activation of the stick
pusher too early. This algorithm does not consider the AOA, but estimates the stalling speed based
on certain conditions. If the actual airspeed is above the estimated stalling speed, the FWC inhibits
activation of the stick pusher, regardless of the aircraft AOA.
Page: 27-90
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Another function of the FWC is to continuously compare the LH and RH AOA values. The
comparison is performed between the AOA values of DAU 1 channel A (LH AOA sensor) and DAU
2 channel A (RH AOA sensor). If an A channel has failed or there is an AOA failure in that channel,
then the B channels are used for the comparison. If the difference between the two AOA's is more
than 5 for more than 15 seconds, the stick pusher is inhibited and appropriate caution messages are
displayed on the EICAS. Stick shaker operation is not affected.
Stick Shaker Operation
Note:
The operation of the LH and RH stick shakers is similar. The operation of the LH shaker is described.
Differences for the RH shaker are covered in the text or given in parentheses.
Shaker Activation
If the angle of attack (AOA) signal in channel A or channel B of DAU 1 (DAU 2) reaches the shaker
threshold level the DAU generates a shaker driver signal. The signal completes the ground circuit for
the coil of the LH shaker relay 4WH (RH shaker relay 14WH). The relay energizes and its contacts
A1/A2 supply 28 VDC to the LH (RH) stick shaker 6WH. The shaker is activated and warns the
flight crew that action is required to reduce the AOA.
Shaker Deactivation
When the AOA reduces to below the shaker threshold, the signal becomes open circuit and relay
4WH (14WH) de-energizes. The stick shaker is deactivated.
Shaker Inhibit
Even when the shaker threshold level is reached in a DAU, certain other conditions must be fulfilled
before the associated shaker is activated. A stick shaker is inhibited if one or more of the following
conditions exist:
Except for the test mode, both shakers are inhibited on the ground by the landing gear weight-onwheels (WOW) circuit.
Stick Pusher Operation
Pusher Activation
If the flight crew takes no action to lower the nose of the aircraft after a stick shaker has activated
and the AOA increases further, the stick pusher threshold will be approached. If the angle of attack
(AOA) signal in channel A or channel B of a DAU reaches the pusher threshold level the DAU
generates a pusher driver signal. The signal completes the ground circuit for the coil of the pusher
control relay 5WH and 15WH. If both signals are generated, relays 5WH and 15WH energize. The
contacts of the two relays form a series circuit in the 28 VDC supply line to the stick pusher control
circuit.
The contacts of a third pusher control relay 26WH are connected in the ground line of the pusher
control circuit. Relay 26WH is controlled by the FWC. The FWC monitors certain conditions to
ensure that the pusher is inhibited until these conditions are fulfilled - Pusher Inhibit. All three relays
(5WH, 15WH and 26WH) must be energized to activate the stick pusher.
When all three relays are energized, relays 1 and 2 in the stick pusher energize through the following
series circuit:
- PUSHER CTRL circuit breaker 21WH
- contacts B3/B2 of the de-energized pusher disarm relay 23WH
- contacts A1/A2 of relay 5WH
Effectivity:
328-100 Mod.10
Page: 27-91
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
- contacts A1/A2 of relay 15WH

- the contacts of the integral pusher active micro switch (only for relay 1).
The ground circuit for relays 1 and 2 is completed through contacts A1/A2 of relay 26WH. When
relays 1 and 2 energize, 28 VDC is supplied from the PUSHER PWR circuit breaker 28WH to:
- the motor brake solenoid through the contacts of relay 1. The other side of the solenoid is
connected directly to ground.
- the pusher motor through the contacts of relay 1. The other side of the motor is connected to
ground through the contacts of relay 2.
The motor brake releases and the motor energizes. The motor unlocks the mechanical lock and the
piston rod retracts into the pusher housing by spring force. The stick pusher is now activated. The
three integral micro switches are actuated as follows:
- the pusher reset switch (switch 2) and the signal switch (switch 3) are actuated as the piston
starts to retract
- the pusher active switch (switch 1) is actuated when the piston rod is fully retracted.
The pusher active micro switch interrupts the power supply to relay 1 and the relay de-energizes.
This in turn interrupts the power supply to the motor and brake. The motor stops and the brake is
applied. Relay 2 remains energized to arm the circuit for the reset function.
Automatic Pusher Reset
The stick pusher will reset if any one of the three pusher control relays 5WH, 15WH or 26WH deenergize. Relays 5WH and 15WH are controlled by the pusher reset threshold value in DAU 1 and
DAU 2 respectively. Relay 26WH is controlled by the pusher inhibit circuit in the FWC.
When the AOA in channel A or B of a DAU reduces to the pusher reset threshold, the pusher driver
signal from the DAU becomes open circuit. The associated pusher control relay (5WH or 15WH) deenergizes and removes the power supply from the coil of relay 2 in the stick pusher. Relay 2 will also
de-energize if the pusher inhibit circuit in the FWC causes relay 26WH to de-energize. When relay 2
de-energizes, 28 VDC is supplied from the PUSHER PWR circuit breaker 28WH to:
- the motor brake solenoid through the contacts of the of the integral pusher reset micro switch
(switch 2) and the contacts of relay 2. The other side of the solenoid is connected directly to
ground.
- the pusher motor through the contacts of the integral pusher reset micro switch and the contacts
of relay 2. The other side of the motor is connected to ground through the contacts of relay 1.
The motor brake releases and the motor energizes, this time in the reverse direction. The motor
extends the piston rod and reloads the spring. When the piston rod is fully extended the integral
pusher reset micro switch (switch 2) is actuated and interrupts the power supply to the motor and
brake. The motor stops, the motor brake is applied and the mechanical lock re-engages. The stick
pusher circuit is now fully reset and the circuit is re-armed. If the stick pusher does not reset within 3
seconds after the AOA has reduced to the reset threshold, a caution message is displayed on the
EICAS.
Pusher Inhibit
A part from the AOA, certain other conditions must be fulfilled before the stick pusher can be
activated. Both DAU's and the FWC receive signals from the stall warning and prevention system
and other aircraft systems. These signals are used to decide whether or not the stick pusher should
remain available or be inhibited.
The stick pusher is inhibited (or reset if activated) if one or more of the conditions described in
System Indications exist.
In the event of non-conformance with a required condition, the stick pusher is inhibited and a
message sent to the EICAS - Monitoring and Indicating. Depending on the existing condition the
pusher is inhibited by preventing one or more of the pusher control relays 5WH, 15WH and 26WH
from energizing.
Except for the test mode, the pusher is inhibited on the ground and for 2 minutes after take-off by the
landing gear weight-on-wheels (WOW) circuit.
Page: 27-92
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Pusher Disarm
The stick pusher can be disarmed at the discretion of the flight crew. This is done by pressing the
pusher disarm switch/light 22WH. When the switch is pressed in the disarm relay 23WH energizes.
The relay has two sets of contacts. The A contacts close and (in series with the pusher reset switch
24WH) form a self-latching circuit for the disarm relay. The same circuit switches on a white OFF
caption in the front face of the switch/light to indicate the disarmed state. A discrete pusher disarm
signal is also sent to DAU 2 for indication on the EICAS.
The B contacts open and remove the power supply from the pusher control circuit. Note that if the
pusher is in an activated state when the disarm switch is pressed.
The stick pusher control circuit is now locked out. Even if the pusher disarm switch/light is pressed
out the circuit will remain locked out due to the self-latching circuit of relay 23WH. The circuit can
only be rearmed by pressing the pusher reset switch 24WH. This is located in the nose gear bay and
is not accessible in flight.
Pusher Reset after Disarm by Flight Crew
The stick pusher control circuit can only be reset on the ground if the pusher disarm switch/light is
pressed. When the pusher reset switch 24WH in the nose gear bay is pressed, the latching circuit for
the pusher disarm relay 23WH is interrupted. The relay de-energizes and its contacts B3/B2 re-arm
the pusher circuit.
SYSTEM INDICATIONS
General
The status of the stall warning and prevention system is continuously monitored. Both DAU's and the
FWC receive signals from the system and other aircraft systems. These signals are used to decide whether
or not the stick shaker or stick pusher should remain available or be inhibited. In the event of nonconformance with a required condition, the stick shaker or stick pusher is inhibited. Caution and status
messages are displayed on:
- the electronic indicating, caution and advisory system (EICAS)
- the primary flight displays (PFD)
- the radio management unit (RMU)
AOA Sensor Status
The sensor has a failure detection facility which can detect the following faults:
- vane heater failure
- resolver failure
- failure in the electronics section
- power supply failure
- ARINC failure.
The DAU sends the information to the FWC which then inhibits the stick pusher and the associated stick
shaker. An amber L AOA FAIL or R AOA FAIL caution message is displayed on the CAS field of the
primary EICAS page and on page 2 of the radio management unit (RMU).
AOA Comparison
The FWC continuously compares the AOA data from the LH and RH sensors. Normally the LH AOA
data in channel A of DAU 1 are compared to the RH AOA data in channel A of DAU 2. If the data in a
channel A is invalid, then the B channel is used for comparison. If the difference between the compared
AOA data exceeds 5 for more than 15 seconds:
- an amber AOA MISCOMPARE caution message is displayed on the CAS field of the EICAS
- the stick pusher is inhibited by the FWC
- an amber PUSHER FAIL caution message is displayed on the CAS field of the EICAS.
Effectivity:
328-100 Mod.10
Page: 27-93
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Shaker Status
The LH or RH stick shaker is inhibited if one or more of the following fault conditions exist:
If a stick shaker is inhibited due to one of the above conditions an amber L SHAKER FAIL or R
SHAKER FAIL caution message is displayed on the CAS field of the primary EICAS page.
When LH or RH elevator horn switch is selected to ON, a blue SHAKER-PUSHER LOW status message
on the CAS field informs the flight crew that the shaker (and pusher) thresholds are operating at a lower
level than normal. This means that the shakers will activate earlier than under non-icing conditions.
In the event of an AOA sensor failure, the associated stick shaker is inhibited and the onside AOA values
are used for the other shaker instead of the average values of the LH and RH AOA sensors. The flight
crew is informed of this condition by a blue L-R SHAKER ONSIDE message on the CAS field. The
invalid AOA data is indicated by dashes in the AOA window on the associated (LH or RH) primary flight
display.
Pusher Status
The stick pusher is inhibited and an amber PUSHER FAIL caution message is displayed on the CAS field
of the primary EICAS page if one or more of the following fault conditions exist:
- difference of more than 5 between the LH and RH AOA signal for more than 15 seconds
- LH or RH AOA signal invalid
- LH or RH AOA failed
- difference of more than 5 between the LH and RH flap position
- LH or RH flap position invalid
- normal acceleration signal from both attitude and heading reference systems (AHRS) invalid. Refer
to (Chapter 34 - NAVIGATION).
- difference between LH and RH normal acceleration exceeds pre-defined limit
- both AHRS failed
- difference between LH and RH dynamic pressure exceeds pre-defined limit
- both micro air data computers (MADC) failed. Refer to (Chapter 34 - NAVIGATION).
The PUSHER FAIL caution message is also displayed if the stick pusher does not activate when it
receives the activate signal.
An OFF annunciator in the pusher disarm switch/light indicates when the stick pusher has been disarmed
by the flight crew. The switch also sends a discrete signal to DAU 2. The signal line is open circuit under
normal conditions and 28 VDC when the pusher is disarmed. The disarmed condition is indicated by a
blue PUSH DISARM status message on the CAS field of the primary EICAS page.
A blue PUSHER status message is displayed on the primary flight display (PFD) if the stick pusher is
activated.
If the stick pusher does not receive a reset signal within 3 seconds of an AOA reduction to below the reset
threshold level, an amber PUSH RESET FAIL caution message is displayed on the CAS field of the
primary EICAS page.
Page: 27-94
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
AMBER
TRAINING MANUAL
Fault or Condition
LH AOA data invalid
L AOA FAIL
AMBER
RH AOA data invalid
R AOA FAIL
AMBER
AOA MISCOMPARE
AMBER
R SHAKER FAIL
AMBER
L SHAKER FAIL
AMBER
PUSHER NO ICE
AMBER
PUSHER FAIL
AMBER
Discrepancy of more than 5 for more than 5 seconds between LH and

RH AOA data. Both AOA signals valid. Note that a PUSHER FAIL
message is following
RH shaker unavailable or shaker failed to activate on receipt of an
activate signal.
LH shaker unavailable or shaker failed to activate on receipt of an
activate signal
Stick pusher activation threshold set to higher level due to non-icing
condition, but stick shaker activation set to lower.
Pusher unavailable or pusher failed to activate on receipt of an active
signal
Pusher fail to reset within 3 seconds after receipt of reset signal
PUSH RESET FAIL
BLUE
SHAKER-PUSHER ICE
BLUE
In-ice threshold used for stickshaker or for stick pusher when LH and
RH Horn de-ice switch is turned on for longer than 20s.
Stick pusher disarmed (pusher disarm switch/light pressed in).
PUSH DISARM
BLUE
LH or RH AOA sensor failed or data is invalid.
L-R SHAKER ONSIDE

Honeywell
600
FF
600
85
OIL TEMP
84
61
OIL PRS
61
CPCS AUTO FAIL
PITOT S HEAT FAIL
L AOA FAIL
R AOA FAIL
BATT 1 FAIL
BATT 2 FAIL
RUDDER LIMITED
PAGE 1
TUNE
SQ
DIM
1/2
STO
ID
PGE
TST
DME
Fig. 49 Stall Warning and Prevention - RMU Indications
Effectivity:
328-100 Mod.10
Page: 27-95
20
7800
PUSHER
10
NP
75 00
80
240
10
10
20
20
220
7400
800
800
7200
200 DH
FMS
52.0NM
ITT
7000
80.3
1011
2287M
80.3
TRA
HDG
271
30
3
2
1
0
CAB ALT
V/S
2000 FT
0 FPM
NU
NH
TX
33
21
24
VOR1
1
2
3
TCAS FAIL
500
2870
OIL
TEMP
OIL
PRSS
FF LBS / HR
FQ LBS
ND
500
2870
MAIN
CAPT
REF
SYSTEM DATA
COPY
AHRS
F/O
SYSTEM
MSG
Effectivity:
328-100 Mod.10
DORNIER LUFTFAHRT
DTK
268
80.2
7600
20
15
TM-Flight Controls
9
258
7
ADF2
80.2
10
Dornier 328
20
TQ
TRAINING MANUAL
7800
25000
8000
PUSH RESET FAIL

PUSHER FAIL
PUSHER NO ICE
L SHAKER FAIL
R SHAKER FAIL
L AOA FAIL
R AOA FAIL
PUSH DISARM
PUSHER NO ICE
SHAKER-PUSHER ICE
END
269
280
97.0
97.0
LNAV VFLCH
Fig. 50 Stall Warning and Prevention - EICAS/PFD Indications
Page: 27-96
Honeywell
Honeywell
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
27-50 FLAPS
EICAS
0
12
12
20
20
32
32
FLAPS
ARINC 429
WOW
Relays
30GA/31GA
Flap
Control
Unit
FCU
INPUT
FLAPS
0
OUTPUT
GENERAL
Flap Valve
Manifold
LH Flap
Actuator
with LVTD
2
3
2
3
4
5
6
RH Flap
Actuator
with LVTD
Enable Valve
Retraction Valve
Extension Valve
Control Valve LH
Control Valve RH
Pressure Main
Return Main
Control Pressure
Extend
Retract
Electrical Lines
Fig. 51 Flaps - General Arrangement

The flap system consists of a single-slotted flap installed on the trailing edge section of each wing. The
flaps are lightweight fully composite structures. Each flap is supported by four scissor-type bearing arms
attached to the wing rear spar at the following LH and RH wing stations:
- Y 1650 (in line with rib 5)
- Y 6374 (in line with rib 17).
The bearing arm at Y 3556.0 is a double arm. A hydraulic flap actuator is installed between the two
sections of the arm. Each flap is driven by a single hydraulic actuator powered by the main hydraulic
system. To ensure symmetrical flap movement the two flaps are mechanically linked by a torque shaft
made of carbon fiber reinforced plastic (CFRP).
Flap position is selected by a flap control switch located on the center pedestal. The electrical command
signals from the control switch are sent to a flap control unit (FCU) which contains a digital computer.
The FCU decodes the flap command signals and generates control signals for electro-hydraulic valves.
The valves are installed in a valve manifold and control the flow of hydraulic fluid to the flap actuators.
Effectivity:
328-100 Mod.10
Page: 27-97
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
The operation of the flap system is controlled and continuously monitored by a digital flap control unit
(FCU) located in the LH avionic rack. Flap position is indicated digitally and by synoptics on the
electronic indicating, caution and advisory system EICAS . System faults are indicated by two methods:
- for the flight crew on the EICAS
- for maintenance crews by light emitting diodes (LEDs) on a maintenance panel on the front of the
FCU. The LEDs only go out when the system is reset on the ground after fault rectification. These
faults are also stored in non-volatile memory in the FCU and can be recalled on the ground for
analysis.
In the event of a system fault occurring the flap control system goes to a "fail passive" state. This means
that the flaps will stop in the position they were in when the fault occurred. In this condition the flaps
cannot be moved until the system has been reset on the ground.

Hydraulic Power (Chapter 29)
The hydraulic power indicating subsystem sends hydraulic pressure information to the flap control unit.
The priority valve control circuit of the main hydraulic system controls the relay 8CG.
Landing Gear (Chapter 32)
The landing gear position and warning subsystem sends gear status (weight-on-wheels / weight-offwheels) signals to the flap control unit.
Navigation (Chapter 34)
The flap control unit sends a discrete flap position signal to the optional ground proximity warning
system (GPWS).
The flap control unit sends two discrete flaps active signals (extend and retract) to an integrated avionic
computer (IAC 1). These signals are used by the automatic flight control system (AFCS) (Chapter 22 AUTOFLIGHT).
The flap system consists of the following components:
FIN
Component
LH flap actuator
RH flap actuator
2CG
flap control unit
3CG
flap control switch
4CG
control valve manifold
5CG
LH flap position feedback sensor
(integral part of LH flap actuator)
6CG
RH flap position feedback sensor
(integral part of RH flap actuator
torque shaft
8CG
relay
1CG
circuit breaker
Page: 27-98
Panel
22VE
12VE
Zone
530
630
210
210
250
Access Door
531-BB
631-BB
213-DZW
250
210
210
251-BT, 252-BT
253-AT
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Flap Control Unit 2CG

Flap Control Unit 7CG
A
Lamp
Test
Switch
LAMP
TEST
ASYMM
ETRY
RELIEF
VALVE
BLOCK
FCU FA
ULT
LH LVD
T
RH LVD
T
LOW H
YDR. PR
ESS
AOG SI
GNAL
FAULT
FCSW
Maintenance
Panel
SYSTEM
JAM
A/C CO
D. FAU
LT
DRIFT
SPARE
Flaps WOW
Test Switch 7CG
RESET
P/IC
S/N
INSP.
DAT
AMDT.
Fig. 52 Flap Control Unit

General
The flap control unit (FCU) is installed in the LH avionic rack. It performs all control and
monitoring functions required to operate the flap system. These functions include:
- providing power supplies for use internally by the FCU and externally by the flap control switch
and the position sensors in the flap actuators
- flap positioning
- flap position monitoring and indication
- system status monitoring
- testing system components
- fault indicating.
The unit consists of a digital computer with a main controller section and a monitor channel section.
The controller section processes all incoming signals and sets the flaps to the commanded position.
The monitor channel monitors the flap control system status, input and output signals. Each section
has its own microprocessor and operates independently from the other. The two sections are
connected by a bi-directional data bus.
Effectivity:
328-100 Mod.10
Page: 27-99
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
FCU Inputs
The FCU receives flap command signals from the flap control switch. After decoding the signals the
FCU generates discrete output signals that control the operating sequence of the flap enable, extend
and retract solenoids in the control valve manifold. Feedback sensors in the flap actuators send flap
position signals back to the FCU. The FCU uses these position feedback signals:
- to stop flap movement when the flap position agrees with the selection on the flap control switch
- to monitor the flap symmetry
- to send flap position signals to the EICAS for indication.
The FCU also receives:
- two discrete signals from the landing gear weight-on-wheels (WOW) relays 30GA and 31GA .
These signals inform the FCU whether the aircraft is on the ground or airborne.
- an analogue DC voltage signal from the hydraulic pressure transducer 2DX in the hydraulic
indicating system. The signal value is dependent on the main hydraulic system pressure and is
used to inhibit flap operation if the hydraulic pressure drops below 2610 psi when the flaps are
extending or 1450 psi when the flaps are retracting. If the pressure drops below either of the low
pressure limits, an appropriate LED on the FCU maintenance panel comes on.
FCU Outputs
The FCU sends:
- flap actuation signals to the control valve manifold
- a 7.0 VAC 2.5 kHz excitation voltage to the transducers in the flap control switch and in the flap
actuators
- a discrete flap control fail signal to the EICAS (in the event of a fail condition)
- a discrete flap asymmetry signal to the EICAS (in the event of an asymmetry condition)
- discrete flaps active signals to an integrated avionic computer (IAC 1). These signals are used
by the automatic flight control system (AFCS).
- a discrete flap position signal to the optional ground proximity warning system (GPWS).
Continuous Monitoring
In addition to monitoring the operation of the flap control system, the FCU continuously monitors its
own operation. Flap system and FCU faults are stored in non-volatile memory (NVM) and indicated
by light emitting diodes (LEDs) on a maintenance panel on the front of the FCU. Thirteen LEDs
are provided:
l ASYMMETRY
- indicates a difference of more than 3 between LH and RH flap
l RELIEF
- indicates flaps blown back by air loads (pressure relief function of
control valve in valve manifold activated)
l VALVE BLOCK
- indicates a solenoid valve fault in the control valve manifold
l FCU FAULT
- indicates a flap control unit fault
l LH LVDT
- indicates a LH position feedback sensor fault
l RH LVDT
- indicates a RH position feedback sensor fault
l LOW HYDR. PRESS
- indicates that flap operation is inhibited due to a hydraulic pressure of
less than 2610 psi when the flaps are extending or less than 1450 psi
when the flaps are retracting.
l AOG SIGNAL FAULT - indicates a WOW interface fault
l FCSW
- indicates a flap control switch fault
l SYSTEM JAM
- indicates a jammed solenoid valve
l A/C COD. FAULT
- indicates an aircraft configuration fault
l DRIFT
- indicates an abnormality in flap retract/extend times
l SPARE
- not used.
The faults stored in the NVM can be recalled for analysis using ground support equipment. The
LEDs can be tested by pressing a LAMP TEST switch located at the top of the maintenance panel.
Page: 27-100
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Any fault detected during continuous monitoring (with the exception of LOW HYDR PRESS and
DRIFT) will set the flap control system to fail-passive and send discrete fault signals to the EICAS.
The EICAS processes these signals and displays an appropriate caution message.
Power-Up Test
The monitor channel of the FCU performs a self-test on the FCU internal hardware when the system
is powered up. The test is only performed when the aircraft is on the ground and only those functions
which are not continuously monitored in flight are tested. The LEDs on the FCU maintenance panel
are tested for 5 seconds during the power-up test.
Faults detected during the power-up test are handled in the same way as faults detected during
continuous monitoring.
System Reset
A RESET switch is installed at the bottom of the maintenance panel. Any faults stored in the NVM
(LEDs lit) can be erased by pressing the button when the aircraft is on the ground (WOW
condition). The associated fault must, however, have been rectified before reset is possible.
Flap Control Switch 3CG
FLAPS
12
12
20
20
32
FLAPS
32
Fig. 53 Flap Control Switch

The flap control switch located in the flight compartment center pedestal. Each position is illuminated by
integral lights and is positively detented by a spring, roller and cam arrangement. The following positions
are marked on the switch:
- 0 (flaps fully retracted)
- 12 (T/O)
- 20 (LDG)
- 32 (LDG).
The switch lever snaps down into a gate at the 12 position when flap extend is selected. The gate
prevents the flight crew from inadvertently fully retracting the flaps from the fully extended position.
Before the flaps can be fully retracted the lever must be lifted out of the gate.
Effectivity:
328-100 Mod.10
Page: 27-101
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
The position of the switch lever is sensed by two rotary variable displacement transducers (RVDTs), one
each for the LH and RH flap. The RVDTs send flap position command signals to the FCU.
Flap Control Valve Manifold 4CG
Flap Control Valve Manifolf 4GC
Retract Solenoid
RH Actuator Control Valve

Return Port
R6
R3
FW
R3
R6
Extend Solenoid
LH Actuator Control Valve
Enable Solenoid
RH Retract Port
LH Retract Port
RH Extend Port
LH Extend Port
Pressure Port
Wiring Connector
Fig. 54 Flap Control Manifold

The control valve manifold is the hydraulic control element of the flap control system. The manifold is
installed in the upper fuselage fairing on the LH side below wing rib 3. It controls the hydraulic supply
lines to the flap actuators and consists of a housing with the following components:
- retract solenoid
- extend solenoid valve
- enable solenoid valve
- wiring connector
- ports for hydraulic pressure line and return line. These ports are marked P and R respectively.
- ports for LH actuator extend and retract lines. These ports are marked B/LH and A/LH respectively.
- ports for RH actuator extend and retract lines. These ports are marked B/RH and A/RH respectively.
- LH actuator control valve
- RH actuator control valve.
The solenoid valves are controlled by electrical signals from the FCU. When the flaps are in the position
set on the flap control switch, all three solenoid valves are de-energized. Before the flaps can be moved,
the enable solenoid valve must be energized to let hydraulic pressure through to the extend or retract
solenoid valves. The enable valve thus acts as a master solenoid valve and is only energized when all
conditions required for flap operation are fulfilled. The extend and retract solenoid valves control the
supply of hydraulic pressure to the spools of the two control valves.
When the extend and retract solenoid valves are de-energized, a spring holds the spool of each control
valve in a center neutral position. This blocks the pressure and return lines to the LH and RH flap
actuators which are thus hydraulically locked. When either the extend or the retract solenoid valve
energizes, the spools of both control valves move to the associated extend or retract position. This opens
the hydraulic pressure and return lines to the actuators which are then driven to the selected position. Flap
movement stops when either the extend/retract solenoid valve or the enable solenoid valve de-energizes.
The control valves have a pressure relief function during flap extension. This protects the aircraft
structure in the event of an overload due to excessive aerodynamic forces.
Page: 27-102
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
LH and RH Flap Actuators
Retraction Port
LVDT
Extension Port
Fig. 55 Flap Actuators

A LH and RH flap actuator (is installed in the associated wing trailing edge section at station Y 3556. The
two actuators are identical. This description applies to both actuators.
The flap actuator is a double-acting hydraulic cylinder equipped with two ports. The extend port is
connected by a flexible hose to the hydraulic lines from the control valve manifold. The extend port
contains a restrictor that controls the extension and retraction speed. The retract port is connected by a
flexible hose. The actuator is connected to the wing structure by a clevis end and to the flap mechanism
by an eye end.
LH (RH) Flap Position Feedback Sensor 5CG (6CG)
The LH and RH flap position feedback sensors are installed in their associated flap actuators. The two
sensors are identical. This description applies to both sensors.
The sensor is a linear variable displacement transducer (LVDT). The LVDT senses the position of the
piston in the actuator housing. It forms part of the flap control loop and sends flap position information to
the FCU. The FCU uses these position feedback signals:
- to stop flap movement when the flap position agrees with the selection on the flap control switch
- to send flap position signals to the EICAS for indication
- to monitor the flap symmetry.
Effectivity:
328-100 Mod.10
Page: 27-103
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Torque Shaft
RH Flap
LH Flap
Torque Shaft
Lever Fitting
Fig. 56 Flaps - Controls - Torque Shaft

To ensure symmetrical flap movement the LH and RH flaps are mechanically linked by a torque shaft
made of carbon fiber reinforced plastic (CFRP). The torque shaft is a torsion tube with a lever fitting
adhesive bonded into each end. A push-pull rod connects each lever to its associated flap.
Relay 8CG
Under normal operating conditions relay 8CG is de-energized and its contacts connect the signals from
the hydraulic pressure transducer 2DX to the FCU. If the priority valve in the main hydraulic system is
activated the relay energizes. This interrupts the hydraulic pressure signal lines and connects the FCU
signal line inputs to ground, thus simulating zero hydraulic pressure. The FCU uses this information to
inhibit flap operation when the priority valve is activated.
OPERATION
This section provides information on that portion of the flight control system which controls, monitors
and indicates the position and movement of the trailing edge flaps.
Electrical Power Supplies
Component
Bus
Circuit Breaker
Flap Control System
ESSENTIAL BUS 3PP
FLAPS 1CG
No.
Hydraulic Power Supplies

When the main hydraulic system is energized hydraulic power is supplied to the pressure and return ports
of the control valve manifold.
Page: 27-104
Effectivity:
328-100 Mod.10
SIGN 7
SIG 201
HI
B080
GPWS COMPUTER
1WM
RACK RH
5VE
5VV
D2
D2
1JO 1K
GND
30GA
31GA
D1
D3
RETR. ACTIVE
EXT. ACTIVE
SIG 199
12VE
B081
11TUA
SIG 200
FLAPS
S4
LO
D3
LO
1 OG
1TT
HI
SIGN 199
SEE ATA33
S4
RACK LH
12VE
LO
S2
R3
7,5A
RACK RH
1TU
HI
S2
S3
RACK LH
ESS BUS - 3PP
SIG 319
R1
S3
R3
S1
OPT. O4O
R1
OVHD PNL
RH
S1
IMPROV PERFORM
LH
STANDARD
FLAP CTRL SW
D1
DORNIER LUFTFAHRT
Effectivity:
328-100 Mod.10
PEDESTAL
3CG
PRIORITY
VALVE
SEE
ATA29
A1
B3
B1
EXTEND
EXT
5CG
LH FEEDBACK SENSOR
WING LH
3CG
RETRACT
ENABLE
VALVE BLOCK
FAIRING
EXT
6CG
RH FEEDBACK SENSOR
WING RH
Dornier 328
RET
B
Page: 27-105
RET
TRAINING MANUAL
4CG+A
X1
B2
3N
A2
3J
A3
A2
WOW
HYDR PRESS
26V+222
+
FLAP POSIT RH
+
FLAP POSIT LH
A/C-GND MODE = GND

A/C-AIR MODE = OPEN
WOW
GND
+28V
GND
+28V
GND
+28V
FLAP CTRL SW
FAULT SIGNAL
2CG
ASSYMETRY SIGNAL
SP2193
RACK LH
Fig. 57 Flaps - Wiring Diagram
TM-Flight Controls
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
EICAS
0
12
12
20
20
32
32
FLAPS
ARINC 429
WOW
Relays
30GA/31GA
Flap
Control
Unit
FCU
INPUT
FLAPS
0
OUTPUT
LH Flap
Actuator
with LVTD
Pressure Main
Return Main
Control Pressure
Extend
Retract
Electrical Lines
12
12
20
20
32
32
FLAPS
ARINC 429
WOW
Relays
30GA/31GA
Flap
Control
Unit
FCU
LH Flap
Actuator
with LVTD
2
3
2
3
4
5
6
Flap Valve
Manifold
RH Flap
Actuator
with LVTD
OUTPUT
EICAS
0
INPUT
FLAPS
RH Flap
Actuator
with LVTD
2
3
Flap Valve
Manifold
Enable Valve
Retraction Valve
Extension Valve
Control Valve LH
Control Valve RH
Fig. 58 Flaps - Hydraulic Schematic

System Power-Up
The flap control circuit is energized when 28 VDC is applied to the aircraft bus system. If, when the
system is powered up the flap position is different to that set on the flap control switch, the FCU does not
interpret this as a flap drive command. The flaps will only move to a new position when the flap control
switch is moved.
Power-Up Test
An automatic self-test is performed by the monitor channel of the flap control unit (FCU) on the FCU
internal hardware each time the system is powered up. The LEDs on the FCU front panel come on for 5
seconds during the power-up test. The test is only performed when the aircraft is on the ground and only
those functions of the FCU which are not continuously monitored in flight are tested. These functions are:
- main controller and monitor channel RAM (random access memory)
- dual port RAM of the bi-directional bus
- main controller and monitor channel EPROM (erasable programmable read only memory)
- watchdog circuit of the main controller and monitor channel
- timers of the main controller and monitor channel.
If the test is unsuccessful:
- a discrete signal is sent to DAU 1 and 2. This generates a caution message EICAS.
- the red FCU FAULT light emitting diode on the front panel of the FCU comes on and remains on
until the fault has been rectified and the system reset
- the flap control system is set to a fail-passive condition.
Page: 27-106
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Flap Operation
Flaps blocked
SOLENOID VALVES
RETRACT EXTEND ENABLE
EXTEND
LH
RETRACT
PRESSURE
PORT
CHECK
VALVE
CONTROL
VALVE
(LH ACT.)
RETURN
PORT
SPOOLS
CONTROL
VALVE
(RH ACT.)
WIRING
CONNECTOR
RETRACT
RH
EXTEND
PRESSURE
RETURN
Flaps extending
Flaps retracting
Fig. 59 Flaps - Control Valve Manifold - Hydraulic Schematic

Flaps Static
When the position of the flaps corresponds to the position set on the flap control switch:
- the signals from the RVDTs in the flap control switch and the LVDTs in the flap actuators are
the same
- the FCU compares the RVDT and LVDT signals and detects no difference. The FCU holds the
enable, extend and retract solenoid valves in the control valve manifold de-energized.
- hydraulic control pressure to the spool of the LH and RH control valves in the control valve
manifold is blocked. The spools are centered in the neutral position.
- the extend and retract lines to the LH and RH flap actuators are blocked and the flaps are
hydraulically locked.
Effectivity:
328-100 Mod.10
Page: 27-107
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Flap Extension
When the flap control switch is moved aft to extend the flaps to position 12, 20 or 32, the RVDTs in
the switch move to a new position. The signals sent by the RVDTs in the control switch and those
from the LVDTs in the flap actuators now differ. This difference is detected by the FCU which
energizes the enable and extend solenoid valves in the valve manifold. Hydraulic pressure is applied
from the pressure port of the control valve manifold through the enable and extend valves to the left
side the LH and RH control valve spools.
The spool of each control valve moves to the right and opens the extend lines (pressure and return) to
the LH and RH flap actuators. Hydraulic pressure extends the actuators which drive the flaps
towards the extended position. Return fluid from the actuators flows into the hydraulic system return
line through the control valves and the return port of the control valve manifold.
As the actuators move, the LVDT in each actuator moves correspondingly. The signals from the LH
and RH LVDTs approach the values of the signals from the flap control switch. When the two
signals are identical the FCU signals the extend and enable solenoids to de-energize. The flaps stop
and are hydraulically locked.
Flap Retraction
The operation for flap retraction is similar to that for flap extension. The differences are:
- the FCU energizes the enable and retract solenoid valves
- hydraulic pressure is applied through the enable and retract valves to the right side of the LH
and RH control valve spools.
- the spool of each control valve moves to the left and opens the retract lines to the flap actuators.
- the actuators and the flaps retract.
Flap Inhibition when Priority Valve Activated
When the priority valve in the main hydraulic system is activated hydraulic pressure is isolated from
all hydraulic consumers except the roll spoilers. However, because the pressure transducer 2DX for
the main hydraulic system is installed upstream of the priority valve, the pressure data received by
the FCU still indicates that normal hydraulic pressure is available. If an attempt were made to
operate the flaps under these conditions, the flaps could start to move due to residual pressure in the
main system accumulator. This is prevented by relay 8CG. The relay coil is connected in parallel
with the coil of the priority valve and energizes when the priority valve is activated. The relay
contacts interrupt the hydraulic pressure signal lines from the pressure transducer to the FCU and
connect the FCU pressure signal input lines to ground. This simulates zero hydraulic pressure and
the FCU inhibits flap operation.
SYSTEM INDICATIONS
The flap control unit sends signals to EICAS. The signals are sent to DAUs and are used:
- to indicate the position of the flaps by synoptics
- to indicate an asymmetrical flap condition by an amber caution message
- to indicate a failure in the flap control system by an amber caution message.
General
The operation of the flap system is controlled and continuously monitored by the flap control unit. Flap
position is indicated digitally and by synoptics on the electronic indicating, caution and advisory system
EICAS. System faults are indicated by two methods:
- for the flight crew on the EICAS
- for maintenance crews by light emitting diodes (LEDs) on the front panel of the FCU. These faults
are also stored in non-volatile memory in the FCU and can be recalled on the ground for analysis
using special test equipment. The LEDs only go out when the system is reset on the ground after
fault rectification.
Page: 27-108
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
In the event of a system fault occurring the flap control system goes to a "fail passive" state. This means
that the flaps will stop in the position they were in when the fault occurred. In the failed passive condition
the flaps cannot be moved until the system has been reset on the ground.
System Operating Status Monitoring
The operating status of the flap system is continuously monitored by the FCU. Any system faults are
stored in the non-volatile memory of the flap control unit and indicated by red LEDs on the FCU
maintenance panel.
Any of the faults indicated on the maintenance panel (with the exception of LOW HYDR. PRESS and
DRIFT) will set the flap control system to fail-passive and send a discrete signal to DAU 1 and 2. The
signal line is 28 VDC under no-fault conditions and open circuit under fault conditions. After processing
the signal an amber FLAP CTRL FAIL caution message is displayed on the EICAS.
In addition, a flap asymmetry fault will send a discrete signal to DAU 1. The signal line is grounded
under no-fault conditions and open circuit under asymmetry conditions. After processing the signal an
amber FLAP ASYM caution message is displayed on the EICAS.
System Reset
As previously described, the flaps can no longer be operated if they go to the fail passive state until the
system has been reset. To reset the system three conditions are necessary:
- the fault which caused the fail passive condition must have been rectified
- the aircraft must be on the ground. This is signalled to the FCU by the weight-on-wheels (WOW)
relays 30GA and 31GA.
- the RESET switch on the FCU maintenance panel must be pressed.
Flap Position Indicating
The position of each flap is registered by a linear variable displacement transducer LVDT in each flap
actuator. The LVDTs send the flap position signals to the FCU which converts the data into an analogue
DC voltage for use by the EICAS. The signals of LH flap is send to DAU 1 and RH flap to DAU 2. The
following flap position information is displayed on the EICAS:
- on the primary page and flight control page: Blue LH and RH flap position synoptics joined by a
white bar. Blue digital selectable position marks (12, 20 and 32) are displayed between the flap
synoptics. The actual position of each flap is also displayed digitally to the left and right of the
synoptics.
If the actual position of the flaps does not match the selected position, e.g. during flap transition:
- the LH and RH flap synoptics and the joining bar change to amber
- the actual position digit changes to amber
- the selectable position digit changes to amber.
If the flap position signal is invalid, the associated blue synoptic on the FLIGHT CONTROL page is
replaced by an amber X.
CAS FIELD Indication MFD PAGE Indication
Fault or Condition
AMBER
AMBER
Flap Control Unit failed . Flap control circuit
locked out (failed passive)
FLAP CRTL FAIL
FLAP CRTL FAIL
AMBER
AMBER
Asymmetrical flap condition (difference
between LH and RH flap >3). Flap control
FLAP ASYM
FLAP ASYM
circuit locked out (failed passive)
BLUE
BLUE
Indicates the actual flap position.
LH/RH position
LH/RH position
When actual position matches selected position
synoptic against white
synoptic against white (blue flap synoptic and white digits).
scale
scale
When actual and selected position:
If flap position signal is If flap position signal is - synoptic and digit in amber
invalid flap synoptic is
invalid flap synoptic is - selected position is indicated by an amber line
replaced by an amber X replaced by an amber X
Effectivity:
328-100 Mod.10
Page: 27-109
Honeywell
FLAP CRTL FAIL

FLAP ASYM
END
97.0
97.0
LH
RH
ELEVATOR
TQ
ELEV DISCONNECT
RUDDER LIMITED
RUDDER
80.2
80.2
AILERON
Fig. 60 Flaps - EICAS Indications
TM-Flight Controls
NP
800
TRIM
E
L
E
V
AIL
RUD
ROLL
800
NU
ITT
TRIM SPEED FAST

80.3
ND
80.3
ROLL
FLAP ASYM
FLAP CRTL FAIL
FLAPS
18
20
NU
500
2870
OIL
TEMP
OIL
PRSS
FF LBS / HR
FQ LBS
ND
500
2870
ENGINE
12
MAIN
SYSTEM 1 / 3
HYDR
12
FUEL
NEXT
CAPT
REF
SYSTEM DATA
COPY
AHRS
F/O
SYSTEM
MSG
Effectivity:
328-100 Mod.10
DORNIER LUFTFAHRT
32
FLIGHT
CONTROL
2000 FT
0 FPM
NH
12
14
CAB ALT
V/S
Dornier 328
TRAINING MANUAL
Page: 27-110
Honeywell
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
27-60 SPOILERS
GENERAL
RH ROLL SPOILER
RH GROUND SPOILERS
LH GROUND SPOILERS
LH ROLL SPOILER
Fig. 61 Spoilers - General Arrangement

and movement of the ground and roll spoilers. Also included are the systems which indicate the position
of the ground and roll spoilers.
The section is divided into subsections containing detailed information on the following spoiler
subsystems:
- Ground Spoilers
- Roll Spoilers
Effectivity:
328-100 Mod.10
Page: 27-111
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Ground Spoilers (optional)

The aircraft can be equipped with a ground spoiler system consisting of four hydraulically operated
spoiler panels. Two spoilers are located on the upper surface of the LH wing forward of the flaps and two
in a corresponding location on the RH wing. When deployed the spoiler panels protrude into the airflow
above the wing, dumping lift and assisting other braking systems in reducing the landing run.
The operation of the spoilers is controlled electrically. The spoilers deploy automatically shortly after the
aircraft touches down and stow automatically when engine power is reduced on completion of the landing
roll. The spoilers will also deploy automatically if a takeoff is aborted. Spoiler deployment is inhibited
when the aircraft is airborne. At the discretion of the flight crew the spoiler control circuit can be disabled
by a switch in the flight compartment.
Each of the four spoiler panels is hinge mounted on five brackets attached to the wing rear spar. The
inboard spoilers extend from wing station Y 969.71 to Y 3193 and the outboard spoilers from Y 3193 to
Y 5469. Each spoiler panel is driven by a hydraulic actuator powered by the main hydraulic system.
Spoiler deflection is 69.6 relative to the wing chord line.
Roll Spoilers
The aircraft is equipped with a roll spoiler system consisting of two hydraulically operated spoiler panels.
The LH spoiler is located on the upper surface of the LH wing forward of the outboard section of the flap.
The RH spoiler is in a corresponding location on the RH wing. Only one spoiler operates at a time. The
LH spoiler deflects upwards in response to a left roll command. The RH spoiler deflects upwards in
response to a right roll command. The spoilers assist the ailerons and generate additional rolling moments
at low airspeeds. The command inputs to the roll spoiler actuators are formed by mechanical connections
to the aileron control linkage.
Each spoiler panel is hinge mounted on four brackets attached to the wing rear spar. The spoilers extend
from wing station Y 5469 to Y 6797. Each spoiler is driven by a hydraulic actuator powered by the main
hydraulic system. A priority arrangement in the hydraulic system maintains the hydraulic power supply to
the roll spoilers if the fluid level in the main hydraulic reservoir is low. The operation of the spoilers is
controlled by roll command inputs to the aileron control linkage. The amount of spoiler deflection is a
function of aileron deflection. Maximum spoiler deflection is 68 relative to the wing chord line at
maximum aileron deflection.
Indications
The following functions of the ground and roll spoiler subsystems are indicated on the electronic
indicating, caution and advisory system EICAS :
- the position of the ground spoilers
- the status of the ground spoilers and their control circuit
- the position of the roll spoilers.

Hydraulic Power (Chapter 29)
The ground and roll spoilers are supplied with hydraulic power from the main hydraulic power system.
The microswitch 9DX in the double shuttle valve is a component of the hydraulic indicating system. The
switch is used to indicate the position of the priority valve in the main hydraulic power system.
The position sensor in each roll spoiler actuator sends signals to the EICAS. The signals are used to
display the roll spoiler position by synoptics on the EICAS FLIGHT CONTROL page.
Page: 27-112
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
GROUND SPOILERS (OPTIONAL)

This section provides information on that portion of the flight control system which controls the operation
of the ground spoilers. Also included is the ground spoiler indicating system.
The ground spoiler system consists of the following components:
FIN
Component
Panel
2CS
ground spoiler arm/disarm switch/light
32VE
3CS
LH power lever microswitch
9VE
4CS
ground spoiler auto-deploy relay
32VE
5CS
RH power lever microswitch
9VE
6CS
ground spoiler auto-deploy relay
23VE
7CS
LH condition lever microswitch
9VE
8CS
RH condition lever microswitch
9VE
9CS
ground spoiler auto-stow relay
23VE
10CS
valve manifold
13CS
spoilers armed indicating relay
23VE
3CW
LH inboard spoiler proximity sensor
3CW
RH inboard spoiler proximity sensor
5CW
LH outboard spoiler proximity sensor
5CW
RH outboard spoiler proximity sensor
LH inboard actuator
LH outboard actuator
RH inboard actuator
RH outboard actuator
LH relief restrictor valve
RH relief restrictor valve
1CS
circuit breaker
12VE
Zone
210
210
210
210
210
210
210
210
250
210
530
630
530
630
530
530
630
630
530
630
210
Access Door
251-BT, 252-BT
531-BB
631-BB
531-EB
631-EB
531-BB
531-EB
631-BB
631-EB
531-DB
631-DB
Valve Manifold 10CS
Control Valve Manifold
R3
Return Port
FW
R3
Solenoid Valve
Wiring Coonector
Retract Port
Extend Port
Pressure Port
Solenoid Valve
Fig. 62 Ground Spoiler Valve Manifold

Effectivity:
328-100 Mod.10
Page: 27-113
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
The valve manifold is the hydraulic control element of the ground spoiler control system. The manifold is
installed in the upper fuselage fairing on the LH side below wing rib 3. It controls the hydraulic pressure
and return lines to the spoiler actuators and consists of a housing with the following components:
- two solenoid valves
- two control valves
- a hydraulic pressure port and a port for the hydraulic return line
- pressure line filter.
- a extend port and a retract port for the hydraulic supply to the spoiler actuators.
- wiring connector.
SOLENOID
VALVE I
SOLENOID WIRING
VALVE II CONNECTOR
PRESSURE
RETURN
CONTROL
RETURN
PORT
EXTEND
PORT
RETRACT
PORT
PRESS.
LINE
FILTER
CONTROL VALVES
PRESSURE
PORT
Fig. 63 Ground Spoilers Valve Manifold - Hydraulic Diagram

The solenoid valves are controlled by electrical signals from the spoiler control circuit. When the ground
spoilers are stowed, both solenoid valves are de-energized. The valves are energized by the deploy signals
from the spoiler control circuit. Both valves must energize to deploy the spoilers.
The solenoid valves control the supply of hydraulic pressure to the spools of two control valves. The main
hydraulic pressure and return lines to the spoiler actuators are connected in cascade through the two
control valves. This means that the spools of both control valves must be in the same position before the
spoilers can deploy. When both the solenoid valves are de-energized, hydraulic pressure is prevented
from reaching the control valve spools.
Each spool is held by a spring in a position which holds the pressure and return lines to the four actuators
open in the stow direction. Hydraulic pressure is thus constantly applied to the actuators to maintain the
spoilers in the stowed position. When both solenoid valves are energized, hydraulic pressure moves the
spools of both control valves down to the deploy position. This reverses the hydraulic pressure and return
lines to the actuators. The actuators extend and deploy the spoilers. As long as the solenoid valves are
energized, hydraulic pressure is constantly applied to maintain the spoilers in the deployed position.
Page: 27-114
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Ground Spoiler Actuators

A
89
10
A
R 12
R 11
R6
A
R3
R3
R6
6
1
11
R 11
R 12
A
FW
7
6
1
2
3
4
5
6
7
8
9
10
11
2
4
Retract Line
Extend Line
Indicator Pin
Plunger Housing
Connection Point to Wing
Spoiler Actuator
Connection Point on Spoiler
Proximity Sensor
Target
Spoiler Panel
Flap
Fig. 64 Ground Spoilers Actuators

Each spoiler panel is driven by its own hydraulic actuator. The four identical actuators are installed
between connection points on the wing rear spar.
Extending
Retracted
Fig. 65 Ground Spoilers Actuator - Internal View

The following description applies to all actuators.
Effectivity:
328-100 Mod.10
Page: 27-115
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
The ground spoiler actuator is a double-acting hydraulic cylinder. The unit has two ports for the extend
and retract lines for connecting the hydraulic lines. In the retracted position the actuator piston is
mechanically locked by a spring-loaded plunger. The plunger mechanism has an indicator pin that
protrudes from the plunger housing when the actuator is unlocked.
When the spoiler deploy signal is received the plunger is moved by hydraulic pressure in the actuator's
extension chamber and disengages from the piston. The piston starts to extend. At the same time the
pressure controlled check valve is opened by the extension pressure and allows the return fluid from the
retraction chamber to flow through the restrictor back to the extension chamber. This gives an extremely
rapid actuator extension time (and therefore fast ground spoiler deployment). Return fluid from the
retraction chamber is prevented from returning to the hydraulic system by the check valve. A damper at
the end of the extension stroke prevents the piston from hitting the end stop.
When the actuator retracts the pressure controlled check valve is closed and fluid from the extension
chamber is returned to the hydraulic system through the extend port.
Restrictor Relief Valves
A
R 12
R 11
R6
R3
Retract Line
Extend Line
FW
R3
R6
to Actuator
Restrictor
Relief Valve
to Actuator
R 11
R 12
Fig. 66 Ground Spoilers Restrictor Relief Valve

Two identical relief restrictor valves are installed. The valves are installed immediately inboard of the LH
and RH outboard ground spoiler actuators. Each valve is connected between the retract line and the
extend line to the ground spoiler actuators immediately inboard of the outboard actuators. The cracking
pressure of the valve is 2828 72 psi. The valve cracks when pressure is applied to the retract port of the
actuator and diverts the excess pressure into the extend line through a relief line. This allows a restricted
flow of fluid to bypass the actuator, to bleed the hydraulic line and to hold fluid temperature in operating
limits.
Page: 27-116
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Ground Spoiler Arm/Disarm Switch/Light 2CS
TRENDR
IMTREC
REFUEL QTY
QTY
ARM
EXCEED
REC/FDR
OFF
R
U
D
UNLIMIT
L
I
M
I
T
Fig. 67 Ground Spoilers Switch/Light 2CS

The GND SPOILER switch/light is a press in/press out switch. It is installed in control panel 32VE
located in the aft LH section of the center pedestal and must be pressed in to arm the ground spoiler
control circuit. Provided that the landing gear is down and the condition levers set to above 95%, the
armed status is indicated by an ARM caption in the front face of the switch. The switch can be pressed
out at the discretion of the flight crew to disable the ground spoilers. This is indicated by an OFF caption
in the switch.
Microswitches 3CS/5CS/7CS/8CS
Microswitch 8CS
Microswitch 3CS
Microswitch 7CS
Microswitch 5CS
Fig. 68 Ground Spoilers Condition- and Powerlever Microswitches
Effectivity:
328-100 Mod.10
Page: 27-117
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
These microswitches are installed in the center pedestal.

Microswitches 3CS and 5CS are operated by the LH and RH engine power levers respectively. Their
contacts are closed below the flight idle (FI) setting and open above the FI setting. The microswitches
control (in conjunction with the PSEU weight-on-wheels circuit) the auto-deploy relays 4CS and 6CS.
Microswitches 7CS and 8CS are operated by the LH and RH engine condition levers respectively. At
power settings below 95% the contacts control the auto-stow relay 9CS. At power settings above 95%
they control the ARM caption in the GND SPOILER switch/light 2CS.
Proximity Sensors 3CW/5CW (refer to Fig. 64)
A proximity sensor is installed for each spoiler. The four identical sensors are installed in the trailing edge
section of the wing immediately inboard of their associated spoiler actuator. The target for each sensor is
attached to the spoiler.
The sensors send spoiler position information to a proximity switch electronic unit (PSEU). The PSEU
processes the position information and sends it to EICAS. The EICAS uses the information to display
system status and spoiler position. The PSEU is a component of the landing gear position and warning
system.
OPERATION
Electrical Power Supplies
Component
Bus
Circuit Breaker
No.
ground spoiler control system
ESSENTIAL BUS 3PP
GND SPOILER 1CS

When the main hydraulic system is energized hydraulic power is supplied to the pressure and return ports
of the valve manifold 10CS.
System Power-Up
The ground spoiler control circuit is energized when 28 VDC is applied to the aircraft bus system.
System Pre-Takeoff Test
The ground spoiler system is tested during the normal procedure for applying engine power for takeoff.
With the engine power levers at ground idle and the GND SPOILER switch/light 2CS pressed out
(system disarmed), the condition levers are advanced above 85%. This actuates the microswitch 7CS and
8CS and ensures that the auto-stow relay 9CS cannot energize when the system is armed.
The GND SPOILER switch/light is now pressed in to arm the system for takeoff. This has the following
effect:
- the ARM caption in the switch/light comes on to indicate the armed status
- auto-deploy relays 4CS and 6CS energize through the series circuits formed by the switch/light and
the power lever microswitches 3CS and 5CS
- solenoid valves I and II in the valve manifold energize through the series circuits formed by the
contacts of relays 4CS, 6CS and 9CS
- hydraulic pressure is applied to the extend ports of all four ground spoiler actuators and the spoilers
deploy simultaneously
- relay 13CS energizes and sends a discrete open line signal to the EICAS. The signal switches on a
GND SPOILER ARMED message on the EICAS. Note that relay 13CS checks the integrity of the
GND SPOILER circuit breaker 1CS. If the circuit breaker is not closed when the system is armed,
the EICAS message will not appear.
Page: 27-118
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
When the power levers are advanced through the flight idle position for takeoff, the microswitches 3CS
and 5CS are actuated and de-energize the auto-deploy relays 4CS and 6CS. This interrupts the 28 VDC
power and ground lines to both spoiler control solenoid valves. The valves de-energize. Hydraulic
pressure is applied to the retract ports of all four ground spoiler actuators and the spoilers stow
simultaneously.
When the gear is retracted after take-off, relay 36GA de-energizes and switches off the ARM caption in
the GND SPOILER switch/light. Relay 36GA is a component of the landing gear position and warning
system.
Spoiler Inflight Inhibition
Spoiler deployment is inhibited when the aircraft is airborne. As previously described in, both solenoid
valves in the valve manifold must energize before the spoilers can deploy. The auto-deploy relays 4CS
and 6CS each control one solenoid valve. Relay 4CS controls solenoid valve I and relay 6CS controls
solenoid valve II. Both relays are prevented from energizing when the aircraft is airborne by the
following independent circuits:
Landing Gear Circuit
Fig. 69 Ground Spoiler System - Logic Diagram - EQ #21 and #22

The LH and RH main gear weight-on-wheels (WOW) proximity sensors send landing gear status
information to the PSEU. The PSEU evaluates the information and generates two discrete signals that are
the result of two logic equations (#21 and #22). The discrete signal lines are connected in the ground lines
of the coils of relays 4CS and 6CS. Until both main gears are loaded (aircraft on the ground), the signals
derived from equations #21 and #22 are open circuit and relays 4CS and 6CS cannot energize.
Power Lever Circuit
During all normal flight operations both engine power levers are set to at least flight idle (FI). At these
settings the contacts of the LH and RH power lever micro switches 3CS and 5CS are open. The contacts
of 3CS and 5CS control the 28 VDC power lines of relays 4CS and 6CS respectively. Neither relay can
energize, therefore, until its associated power lever is retarded to below FI.
Effectivity:
328-100 Mod.10
Page: 27-119
1
3A
GND
SPOILER
1CS
2
OPEN= GROUND SPOIL ARMED

GND = NO INDICATION
SIGNAL 315
ARM
OFF
A3
RH INBORD
GND SPOILER
RH OUTBORD
GND SPOILER
3CW
5CW
3CW
5CW
D3
2CS
A1
A2
B1
B2
A1
GROUND
SPOILER
A2
D1
D2
ARM
OFF
LH OUTBORD
GND SPOILER
A3
B1
7CS C
<85%
< F.I.
>F.I.
3CS
< F.I.
36GA
>85%
>F.I.
5CS
D3
A3
A1
4CS
A2
A3
8CS
<85%
D2
LANDING
GEAR
D1
A1
A3
B3
B1
B3
4CS
6CS
B2
B2
13CS
A2
C
>85%
A1
6CS
10CS
VALVE BLOCK
I
II
A2
LAMP
TEST
A1
A3
9CS
A2
X1
4CS
X1
X2
DIMMER 2LF
X1
6CS
9CS
X2
X2
9CS
02
03
01
ARM
OFF
ARM
B3
OFF
B1
9CS
B2
X1
13CS
X2
GND MODE=GND
AIR MODE=OPEN
6GA
Effectivity:
328-100 Mod.10
PROXIMITY SWITCH ELECTRONIC
10
S O W
12
20
S O W
12
22
11
12
13
S O W
12
14
21
14
S O W
18
15
16
17
18
19
20
21
22
DORNIER LUFTFAHRT
Fig. 70 Ground Spoiler - Electrical Schematic
TM-Flight Controls
LH INBORD
GND SPOILER
B3
Dornier 328
TRAINING MANUAL
Page: 27-120
ESS-BUS-3PP
LG WOW 1
RG WOW 1
Timedelay
&
LG WOW 2
RG WOW 2
Timedelay
&
LH Inboard
GND Spoiler
Actuator
RH Inboard
GND Spoiler
Actuator
RH Outboard
GND Spoiler
Actuator
GND SPOILER
OFF
AUTO-DEPLOY
Conditionlever > 95%
and
Powerlever
below FI
ARINC 429
Ext. Port
Retr. Port
GND
Spoiler
Valve
Manifold
EICAS
LH Outboard
GND Spoiler
Actuator
LG WOW 1
RG WOW 1
Timedelay
&
LG WOW 2
RG WOW 2
Timedelay
&
PSEU
LH Inboard
GND Spoiler
Actuator
RH Inboard
GND Spoiler
Actuator
GND SPOILER
ARM
OFF
Ext. Port
Retr. Port
EICAS
Pressure Main
Return Main
1 Proximity Sensor
Dornier 328
GND
Spoiler
Valve
Manifold
AUTO-DEPLOY
Conditionlever < 95%
or
Powerlever
above FI
TRAINING MANUAL
Page: 27-121
ARINC 429
Fig. 71 Ground Spoiler - Hydraulic Schematic
RH Outboard
GND Spoiler
Actuator
ARM
PSEU
TM-Flight Controls
DORNIER LUFTFAHRT
Effectivity:
328-100 Mod.10
LH Outboard
GND Spoiler
Actuator
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Spoilers Disarm/Arm
At the discretion of the flight crew the ground spoiler control circuit can be disarmed by pressing out the
GND SPOILER switch/light 2CS. This removes electrical power from the spoiler control circuit and deenergizes all relays and solenoid valves. If the spoilers are deployed when the circuit is disarmed they will
immediately stow. An OFF caption on the front face of the switch comes on to indicate that the system is
disarmed.
The ground spoilers are armed for automatic deployment when the GND SPOILER switch/light is
pressed in. This switches off the OFF caption in the switch/light and connects 28 VDC power to the
spoiler control circuit. The armed status is indicated by:
- a GND SPOILER ARMED message on the EICAS
- an ARM caption on the front face of the switch/light.
Auto-Deployment on Landing
During all normal flight operations, including the approach, the engine power and condition levers are set
as follows:
- both power levers at flight idle (FI) or higher
- both condition levers at 85% or higher.
When both main landing gears are loaded on touchdown, the LH and RH main gear WOW sensors tell
the PSEU to complete the ground circuits for the auto-deploy relays 4CS and 6CS. The condition levers
remain above 85% for reverse thrust. When the landing is assured after touchdown, both power levers are
retarded to reverse. The contacts of the power lever micro switches 3CS and 5CS now complete the 28
VDC power supply to relays 4CS and 6CS. The relays energize. The solenoid valves I and II in the valve
manifold energize and hydraulic pressure is applied to the extend ports of all four ground spoiler
actuators. The spoilers deploy simultaneously.
The ARM caption in the GND SPOILER switch/light goes out when the condition levers are retarded.
Auto-Deploy on Aborted Takeoff
If a takeoff is aborted the spoilers deploy automatically when the power levers are retarded. This occurs
through the power lever micro switches 3CS and 5CS in the same way as described in the previous
paragraph.
Auto-Stow
On completion of the landing roll both condition levers are retarded to below 85% power. The contacts of
the condition lever micro switches 7CS and 8CS now complete the 28 VDC power supply to the autostow relay 9CS. The relay energizes and its B and C contacts interrupt the ground circuits for the solenoid
valves I and II respectively. Both solenoid valves de-energize. Hydraulic pressure is applied to the retract
ports of all four ground spoiler actuators and the spoilers stow simultaneously.
Once the spoilers have stowed automatically, a lockout circuit prevents them from deploying during
applications of engine power during ground manoeuvring.
Spoiler Lockout During Ground Manoeuvring
When manoeuvring the aircraft on to the ramp it may be necessary to apply power by advancing the
power lever above FI (Flight Idle). The spoilers are prevented from deploying during such manoeuvres by
a lockout circuit. The lockout circuit is activated when both condition levers are below 85% and the
power levers are below FI. The auto-stow relay 9CS is energized by a series circuit formed by the A
contacts of the auto-deploy relays 4CS and 6CS and the A contacts of relay 9CS. Note that because the
condition lever are not used for ground manoeuvring and remain in the MIN position, relays 9CS stay
energized.
Page: 27-122
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
SYSTEM INDICATIONS
The information from the ground spoiler proximity sensors is registered as part of the takeoff
configuration test. If a ground spoiler is not stowed for takeoff the T/O configuration warning is triggered.
The following signals are sent from the ground spoiler system to EICAS.
- proximity sensors signals (indirectly through the PSEU)
- discrete signal from the GND SPOILER switch/light to DAU 1.
The signals are used to:
- indicate deployed ground spoilers by synoptics
- indicate a failed spoiler proximity sensor by an amber caution message and synoptics
- indicate when the ground spoiler control circuit is armed by a blue status message
- indicate if a ground spoiler is not stowed when it should be by an amber status message.
Ground Spoiler Position Indicating
The position (deployed or stowed) of each ground spoiler is registered by a proximity sensor at each
spoiler location. The sensors indicate spoiler position information to a PSEU. After processing, the
position information is sent on an ARINC bus to the EICAS. The following ground spoiler position
information is displayed on the EICAS:
- on the primary page: Blue LH and RH ground spoiler synoptics on the upper side of the flap bar.
- on the FLIGHT CONTROL page: Blue LH/RH inboard and LH/RH outboard ground spoiler
synoptics on the upper side of the flap bar.
The synoptics only appear when the spoilers are deployed. They disappear when the spoilers are stowed.
Spoiler Proximity Sensor Monitoring
The integrity of the four spoiler proximity sensors is monitored by a logic arrangement in the PSEU. A
failed sensor is reported on the ARINC bus to the EICAS and indicated by:
- an amber PROXI GNDSPLR FAIL on the CAS field of the primary EICAS page
and
- an amber X in place of the associated ground spoiler synoptic on the FLIGHT CONTROL page
- an amber X in place of the LH or RH spoiler group on the primary page if both LH or both RH
proximity sensors fail.
Ground Spoiler not Stowed
If a ground spoiler is not stowed when the aircraft is in a weight-off wheels (WOFW) condition an amber
GND SPOIL NOT STOW caution message is displayed on the CAS field of the primary EICAS page.
The message is generated by a logic equation in the PSEU. The logic is as follows:
- any spoiler not stowed
and
- LH or RH main gear WOFW.
Ground Spoiler Control Circuit Armed
A blue GND SPOIL ARMED status message on the CAS field of the primary EICAS page indicates
when the ground spoilers control circuit is armed. The message is generated by a discrete signal from the
GND SPOILER switch/light. The signal line is open circuit when the control circuit is armed
(switch/light pressed in) and grounded when the circuit is disarmed. Note that the message is only
displayed when two conditions are fulfilled:
- the GND SPOILER circuit breaker 1CS is closed (relay 13CS checks the integrity of the circuit
breaker)
and
- the GND SPOILER switch/light 2CS is pressed in.
An OFF caption in the GND SPOILER switch/light indicates when the system is disarmed.
Effectivity:
328-100 Mod.10
Page: 27-123
Dornier 328
TRAINING MANUAL

AMBER
MSG
DORNIER LUFTFAHRT
F/O
SYSTEM
AMBER
0
0
32
AHRS
COPY
CAPT
REF
SYSTEM DATA
NEXT
FUEL
ND
GND SPOIL NOT STOW
MAIN
SYSTEM 1 / 3
NU
NH
PROXI GNDSPLR FAIL
800
500
2870
500
2870
0
20
800
Effectivity:
328-100 Mod.10
MFD PAGE
Fault or Condition
Indication
synoptic
At least one spoiler not stowed and at least one
MLG WOW proximity sensor report OFF WHEEL
amber X
One or more proximity sensors/interface failed
on the failed sensor
GND SPOILER switch/light 2CS pressed in and
circuit breaker 1CS closed.
LH outboard/inboard Shows stowed/deployed status of spoilers or failed
spoiler synoptic
proximity sensors.
RH outboard/inboard
spoiler synoptic
NP
Fig. 72 Ground Spoilers - EICAS Indications
AILERON
BLUE
Page: 27-124
12
OIL
TEMP
OIL
PRSS
FF LBS / HR
FQ LBS
ENGINE
HYDR
FLIGHT
CONTROL
TQ
ELEVATOR
2000 FT
0 FPM
RUD
ROLL
FLAP ASYM
FLAP CRTL FAIL
FLAPS
ROLL
TRIM SPEED FAST

AIL
97.0
97.0
CAB ALT
V/S
80.3
80.3
ND
ITT
NU
E
L
E
V
TRIM
80.2
RUDDER
GND SPOIL ARMED
RH
LH
80.2
ELEV DISCONNECT
RUDDER LIMITED
GND SPOIL NOT STOW

PROXI GNDSPLR FAIL
GNDSPOIL ARMED
END
LH and RH spoiler group

synoptic
Honeywell
Honeywell
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
ROLL SPOILERS
FIN
21CX
22CX
Component
LH roll spoiler actuator
RH roll spoiler actuator
LH roll spoiler position sensor
(integral part of LH actuator)
RH roll spoiler position sensor
(integral part of RH actuator)
double shuttle valve
Restrictor Relief Valves
Panel
Zone
530
630
Access Door
532-EB
632-EB
250
215-BT, 252-BT, 253-BT
LH and RH Roll Spoiler Actuators
R 15
R 16
R 17
R 18
R 19
R 20
Command Input Rod from

Aileron Control Linkage
Hydraulic Pressure Port
Hydraulic
Return Port
Lockout Device
Actuator
Attach
Fitting
Piston Rod
Command Input Lever
Bellcrank
Feedback Linkage
Spoiler Drive Rod
Fig. 73 Roll Spoilers Actuator

Effectivity:
328-100 Mod.10
Page: 27-125
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Each spoiler panel is driven by its own hydraulic actuator. The two identical actuators are installed
between an attach fitting and bellcrank on the wing rear spar.
The following description applies to both actuators.
The roll spoiler actuator is a double-acting hydraulic cylinder. The unit has one pressure port with an
integral filter and one return port. The actuator piston rod is connected to the roll spoiler by a bellcrank
and rod such that the spoiler extends when the piston rod retracts. A position sensor is installed in the
actuator piston rod. A spool-type control valve is an integral part of the actuator. The valve spool is
positioned by a closed loop system consisting of:
- mechanical commands from the command input rod. This rod is connected to an idler lever in the
aileron control linkage between ribs 15 and 16 and drives a command input lever. The mechanical
connection to the aileron control linkage is designed such that the actuator start to deflect its spoiler
until the associated aileron deflection reach 4. Above 4 aileron deflection the roll spoiler moves
proportional to the aileron up to its maximum deflection of 68.
and
- mechanical position feedback signals acting through a feedback linkage from the actuator piston rod.
The closed loop ensures that spoiler deflection is synchronized to aileron deflection.
Roll Spoiler
Feedback
Linkage
Aileron Down
End Command
Stop
LVDT
Input Lever
Retract
Chamber
End Stop
Aileron Up
Command
Piston
Pressure Line
Filter
Return Line
Extend
Chamber
Spool Valve
Fig. 74 Roll Spoilers Actuator - Hydraulic Schematic

The spool controls the direction of hydraulic fluid flow to the extend and retract chambers of the actuator.
Depending on the position of the valve the actuator piston rod either extends or retracts, or is
hydraulically locked in a required position.
Roll commands act on the command input lever and thus on the control valve. Depending on the direction
of the command the valve spool either connects hydraulic pressure to the extend or retract chamber. The
movement of the piston rod drives the spoiler in the required direction and is fed back to the valve spool.
As the spoiler approaches its required deflection angle the spool closes off the hydraulic supply to the
piston chambers. At the required deflection the mechanical signals from the input and feedback levers are
nulled. The actuator is now hydraulically locked until the next roll command.
Page: 27-126
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Fig. 75 Roll Spoiler Actuator Breakout Device

The actuator is equipped with a breakout-out device. The device allows the command input lever to move
freely after application of an overriding force should the control valve jam. This ensures that the aileron
controls are not jammed by a jammed control valve.
The movement of the input lever is limited by end stops. The end stop at the aileron down end is
adjustable.
LH (RH) Roll Spoiler Position Sensor 21CX (22CX)
The LH and RH roll spoiler position sensors are installed in their associated actuators. The two sensors
are identical. This description applies to both sensors.
Each sensor is a three-wire potentiometer whose resistance changes as a function of the actuator position.
The sensor is integrated into the piston rod of the actuator and sends a 0 to 10 k variable resistance
signal to the EICAS for spoiler position indicating.
Double Shuttle Valve
A
B
A
Electrical Connector
Offloading Valve
B
Standby Pressure
Standby Return
Actuator Return Line
Main System Pressure

Main System Return
Actuator Pressure Line
Fig. 76 Roll Spoilers - Double Shuttle Valve

Effectivity:
328-100 Mod.10
Page: 27-127
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
The double shuttle valve is installed in the upper fuselage fairing immediately to the left of the aircraft
centerline. It connects the primary or standby hydraulic lines of the main hydraulic power system to the
roll spoiler actuators.
Depending on the status of the priority valve in the main hydraulic system, hydraulic pressure is supplied
to either the primary or standby pressure port. Under normal operating conditions hydraulic pressure from
the primary subsystem is routed to the actuators. Return fluid from the actuators flows into the hydraulic
system primary return line.
If the priority valve energizes:
- the primary pressure line to the shuttle valve is closed off.
- pressure from the standby subsystem is routed through the standby pressure port of the shuttle valve
to the roll spoiler actuators.
- the primary return line in the shuttle valve is closed off mechanically.
- the standby return line in the shuttle valve is opened mechanically.
The shuttle valve has an integral offload valve. The valve cracks at 2900 psi and resets at 2755 psi. The
valve opens and allows hydraulic fluid to bypass the roll spoiler actuators if:
- the priority valve is activated
and
- the DC standby hydraulic pump is running in the continuous mode
and
- there is no hydraulic demand from the roll spoiler actuators.
The position of the double shuttle valve depends on whether the priority valve is activated or not. A
microswitch 9DX in the double shuttle valve is used to indirectly monitor the position of the priority
valve.
OPERATION
LH Roll
Spoiler
Actuator
RH Roll
Spoiler
Actuator
Aileron Control
(LH)
EICAS
Aileron Control
(RH)
Mainsystem
Accumulator
10/11
7 Microswitch Double
Shuttle Valve
Return
MAIN
Return
STBY
Supply
Priority
Supply
Normal
Priority
Valve
13/11
Hydraulic System
(refer to ATA 29)
(Continuous Supply
MAIN/STBY)
Pressure Main
Pressure Stby
Return Main
Return Stby
Extend
Retract
Mechanical Linkage
Electrical Lines
Fig. 77 Roll Spoiler - Hydraulic Schematic
Page: 27-128
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL

When the main hydraulic system is energized, hydraulic power is available at either:
- the primary pressure and return ports of the double shuttle valve if the priority valve is not activated
or
- the standby pressure and return ports of the double shuttle valve if the priority valve is activated.
Roll Spoiler Control
When the aileron controls are at neutral:
- the control valve spool of each actuator is in a neutral position. Hydraulic pressure is standing by at
the control valves.
- the actuators are fully extended at their mechanical end stops
- the roll spoilers are retracted flush with the upper surface of the wing.
Any roll input commands move the actuator input levers through the aileron control linkage. The lever
movement is transmitted to the control valve spool. A left roll command:
- connects the hydraulic pressure and return lines to the retract and extend chamber respectively of the
LH actuator
- maintains the pressure and return lines to the extend and retract chambers respectively of the RH
actuator.
The actuator piston rod of the LH actuator retracts and deflects the LH spoiler into the airflow above the
wing. The RH spoiler does not move.
A right roll command reverses the above operation.
The following example describes the operation of the LH actuator when a LH roll command is received
and when the aileron controls are subsequently neutralized. The operation of the RH actuator is similar
for a RH roll command.
When a left roll command is received from the aileron control linkage the input lever of the LH spoiler
actuator moves the control valve spool down. When the LH aileron reaches 4 up deflection the valve
connects:
- the hydraulic pressure line to the retract chamber of the LH actuator
- the hydraulic return line to the extend chamber of the LH actuator.
The piston rod starts to retract, deflecting the LH spoiler and moving the feedback linkage. The feedback
linkage repositions the valve spool. When the spoiler deflection reaches the angle required for the aileron
deflection the mechanical signals from the input and feedback levers are nulled. The spool closes off both
chambers of the actuator. Spoiler movement stops and the actuator is hydraulically locked in its current
position.
When the aileron controls are returned to neutral, the input lever of the LH actuator moves the control
valve spool up. The valve connects hydraulic pressure to the extend chamber of the actuator and the
hydraulic return line to the retract chamber. The piston rod starts to extend, retracting the LH spoiler and
moving the feedback linkage. The feedback linkage repositions the valve spool. When the spoiler has
fully retracted the control valve spool closes off both chambers of the actuator. This means that with the
aileron controls at neutral:
- both spoiler actuators are fully extended and hydraulically locked in this position
- both roll spoilers are retracted flush with the upper surface of the wing.
Effectivity:
328-100 Mod.10
Page: 27-129
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
SYSTEM INDICATIONS
Spoiler Position Indicating
RACK LH
RACK RH
DAU1
DAU2
1 TU
11 TU
SIGN 197
LO
SIGN 198
HI
LO
HI
REAR SPAR LH
REAR SPAR RH
W
EXT
EXT
RETR
21CX
RETR
22CX
RH POSIT SENSOR
LH POSIT SENSOR
Fig. 78 Roll Spoiler - Electrical Schematic

The position of each roll spoiler is registered by a position sensor in each spoiler actuator. The LH sensor
21CX sends a 0 to 10 k variable resistance signal to DAU 1 for processing. The RH sensor 22CX sends
an identical signal to DAU 2 for processing.
The position of each roll spoiler is displayed EICAS. The roll spoilers are depicted only on the flight
control page as a LH and RH blue synoptic on the upper side of the flap bar. The bar serves as the
reference line for the flaps, ground spoilers and roll spoilers. The synoptic for each spoiler is only visible
when the respective spoiler is deflected above the wing. If a position sensor signal is invalid, the blue
synoptic is replaced by an amber X.
MFD PAGE Indication
Fault or Condition
blue
Indicates position of LH
LH (RH) Roll Spoiler synoptic
(RH) Roll Spoiler
Note: If signal from position sensor is invalid,
synoptic is replaced by an amber X
Page: 27-130
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Honeywell
LH
RH
ELEVATOR
ELEV DISCONNECT
RUDDER LIMITED
AIL DISCONNECT
RUDDER
AILERON
TRIM
E
L
E
V
AIL
RUD
ROLL
NU
TRIM SPEED FAST
ND
ROLL
FLAP ASYM
FLAPS
12
0
20
32
SYSTEM 1 / 3
FLIGHT
CONTROL
HYDR
ENGINE
FUEL
NEXT
Fig. 79 Roll Spoilers - EICAS Indications
Effectivity:
328-100 Mod.10
Page: 27-131
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
27-70 GUST LOCK AND DAMPER

GENERAL
The aircraft is equipped with devices which protect the primary flight controls and their adjacent
structural parts from wind damage when the aircraft is parked. These devices are:
- aileron controls gust lock
- elevator controls gust lock
- rudder damper.
The aileron and elevator gust locks are engaged by a single lever located between the engine power levers
on the center pedestal. The rudder and its adjacent structure is protected by a hydraulic damper installed
between the rudder and the vertical stabilizer.
Aileron and Elevator Control Gust Locks
RH Elevator Cable Tensioner

Elevator Gust Lock
LH Aileron Cable Tensioner

Aileron Gust Lock
Gust Lock
Lever
Center
Pedestal
Push-Pull Cable
Cable Distribution Box
Elevator Gust Lock

Push-Pull Cable
Aileron Gust Lock

Push-Pull Cable
Fig. 80 Gust Lock System - General Arrangement

Page: 27-132
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
The aileron and elevator controls can be locked by gust locks which engage in a control cable tensioner of
the associated control run. The aileron gust lock engages in the cable tensioner of the captain's (LH)
aileron control run. The elevator gust lock engages in the cable tensioner of the first officer's (RH)
elevator control run. The locks are engaged by a gust lock lever located between the engine power levers
on the center pedestal.
The gust lock lever is connected to the locks by a push-pull cable arrangement and a cable distribution
box. Three conditions must be fulfilled before the gust locks can be engaged:
- the control wheels must be centered (ailerons neutral)
- the control columns must be pushed forward (elevators down)
- the engine power levers must be set to less than flight idle (FI).
The engine power levers cannot be advanced above the flight idle position when the gust locks are
engaged.
Rudder Damper
When the aircraft is parked a double-acting hydraulic damper prevents wind gusts from swinging the
rudder violently on to the end stops. The damper is connected between the vertical stabilizer structure and
the rudder.
The gust lock and damper system consists of the following components:
FIN
Component
Panel
Zone
Access Door
gust lock lever
210
211-DZW
flexible cables
120, 210 211-DZW, 211-LZF, 212-KFZ
cable distribution box
120
211-LZF
aileron controls gust lock
120
211-LZF
elevator controls gust lock
120
212-KFZ
rudder damper
310
324-DL
Gust Lock Lever, Flexible Cables and Distribution Box
The gust lock lever assembly is installed in the center pedestal between the LH and RH engine power
levers. The lever moves forward and aft in a quadrant. Each end position of the lever is biased by a spring
into a detent at each end of the quadrant. The forward position is marked OFF (unlocked) and the rear
position ON (locked). Before the lever can be moved it must be lifted out of its current detent position
against the force of the spring.
A mechanical interlock is installed between the gust lock lever assembly and the engine power levers.
The interlock prevents:
- the gust lock lever from being set to the lock position if either engine power lever is set at or higher
than flight idle. This ensures that the gust locks cannot be engaged in flight.
- the power levers from being advanced above flight idle when the gust locks are engaged. This
ensures that the aircraft cannot take off with the flight controls locked.
Lever movement is transmitted by a flexible push-pull cable to a cable distribution box. The distribution
box is installed below the flight compartment floor and is simply a one-in/two-out adapter for the flexible
push-pull cables to the aileron and elevator gust locks.
Effectivity:
328-100 Mod.10
Page: 27-133
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
Aileron Controls Gust Lock

The aileron control gust lock is installed below the flight compartment floor. It is in line with and
immediately aft of the cable tensioner in the captain's (LH) aileron control run. The unit consists of a
housing with an outer and inner plunger. When the aileron controls are unlocked the outer plunger is held
in the unlocked position by an unlocking spring. When the gust lock lever in the flight compartment is
pulled back to the ON position, the push-pull cable acts on a rack and pinion mechanism and moves the
outer and inner plungers forward against the force of the unlocking spring.
If the aileron controls are not centered when the gust lock lever is moved to ON, the notch in the cable
tensioner quadrant is not aligned with the gust lock. The inner plunger moves forward until it contacts the
cable quadrant. The outer plunger continues moving and loads the inner plunger locking spring.
If the controls are centered when the gust lock lever is moved to ON, the notch is aligned with the gust
lock and the outer plunger acts on the locking spring to drive the inner plunger into the quadrant notch.
The aileron controls are now locked.
The gust lock is disengaged when the gust lock lever is pushed forward into the OFF position. This action
withdraws the outer plunger (assisted by the unlocking spring) together with the inner plunger from the
cable tension regulator notch.
Elevator Controls Gust Lock
1
2
4
7
GUST LOCK LEVER IN "OFF" POSITION

INNER AND OUTER PLUNGERS
WITHDRAWN FROM CONTROL CABLE
TENSIONER BY UNLOCKING SPRING.
CONTROLS UNLOCKED.
6
5
B
GUST LOCK LEVER IN "ON" POSITION.
AILERON CONTROLS NOT CENTRALIZED
(NOTCH IN CABLE TENSIONER NOT ALIGNED
WITH PLUNGER ASSEMBLY).
INNER PLUNGER PUSHED BACK INTO
OUTER PLUNGER WHEN CABLE TENSIONER
IS CONTACTED. CONTROLS WILL LOCK
WHEN CONTROLS ARE CENTRALIZED.
C
GUST LOCK LEVER IN "ON" POSITION.
AILERON CONTROLS CENTRALIZED.
INNER PLUNGER PUSHED FORWARD
BY LOCKING SPRING INTO CABLE
TENSIONER NOTCH.
CONTROLS LOCKED.
1 Control Cable Tensioner

2 Outer Plunger
3 Unlocking Spring
4 Rack and Pinion
5 Push-Pull Cable
6 Locking Spring
7 Inner Plunger
Fig. 81 Gust Lock System - Functional Schematic

Page: 27-134
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
The elevator control gust lock is identical to the aileron control gust lock. When engaged by the gust lock
lever the plunger engages with a cut-out in the cable tension regulator (of the RH (first officer's) elevator
control run.
Note that the operation of the elevator gust lock differs slightly from that of the ailerons. The ailerons
must be centered to engage the lock; the elevators must be down (control column pushed) before the gust
lock can engage.
Rudder Damper
Damper Attach Fitting on Rudder
A
A
Rudder Damper
Accumulator
Indicator
Damper Attach Fitting on Vertical Stabilizer
Fig. 82 Gust Damper
A double-acting hydraulic damper prevents wind gusts from swinging the rudder violently on to the end
stops when the aircraft is parked. The aft end of the damper is connected to an attach fitting on the lower
leading edge of the rudder just forward and to the right of the rudder hinge axis. The forward end of the
damper is connected to an attach fitting on the LH side of the vertical stabilizer rear spar. Integral end
stops in the damper serve as stops for the rudder.
Effectivity:
328-100 Mod.10
Page: 27-135
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
The damper is equipped with a spring-loaded accumulator/reservoir which has three functions:
- it maintains a general pressure of approximately 7.25 psi in the damper
- it holds an adequate fluid volume for damper operation
- it accommodates changes in the fluid volume caused by temperature variations.
An indicator on the accumulator housing provides an indication of the fluid volume in the accumulator.
The indicator protrudes from the accumulator housing and has green and red painted marks on its barrel.
The red area is not visible when the fluid volume is adequate.
Damping action is an exponential function of rudder deflection speed. The higher the deflection speed the
greater the damping action. In flight, little resistance is offered to normal rudder commands from the
flight compartment. If, however, the rudder starts to move quickly due to a wind gust, the damping action
increases. Maximum damping effect is reached just before the rudder reaches full deflection.
Page: 27-136
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
INDEX
Aft Quadrant Assembly (Rudder) ....................................37
Aileron Controls (Operation) ........................................... 18
Aileron Controls Gust Lock ........................................... 134
Aileron Disconnect Microswitch 7CW ............................18
Aileron Disconnect Unit................................................... 15
Aileron Disconnect Unit Monitoring................................21
Aileron Position Indicating ..............................................21
Aileron Position Transmitters ..........................................18
Aileron Servo Tab ............................................................20
Aileron Trim (Operation) ................................................. 28
Aileron Trim Actuator 4CC..............................................23
Aileron Trim Reset Switch/Light 17CC........................... 25
Aileron Trim/Servo Tab ................................................... 20
AOA Comparison............................................................. 93
AOA Sensor......................................................................84
AOA Sensor Status........................................................... 93
Control Column................................................................58
Current Detector 16CX ....................................................40
Double Shuttle Valve ..................................................... 127
Electrical Control of Rudder Limiter ............................... 43
Elevator Controls (Operation) ..........................................62
Elevator Controls Gust Lock..........................................134
Elevator Disconnect Micro switch 8CW..........................61
Elevator Disconnect Unit ................................................. 61
Elevator Disconnect Unit Monitoring ..............................63
Elevator Position Indicating ............................................. 63
Elevator Position Transmitters ......................................... 62
Elevator Trim Actuator ....................................................66
Elevator Trim Reset Switch/Light....................................68
Flap Actuators ................................................................103
Flap Control Switch 3CG ............................................... 101
Flap Control Unit 2CG ..................................................... 99
Flap Control Valve Manifold ......................................... 102
Flap Operation................................................................107
Flap Position Feedback Sensor ......................................103
Gnd Splr Arm/Disarm Switch/Light ..............................117
Ground Spoiler (Operation)............................................118
Ground Spoiler Actuators............................................... 115
Ground Spoiler Control Circuit Armed..........................123
Ground Spoiler not Stowed ............................................123
Ground Spoiler Position Indicating................................123
Gust Lock Lever ............................................................. 133
Hydraulic Power Supplies (Roll SPLR) ......................... 129
LH and RH Control Wheels ............................................. 13
LH and RH Transition Units ............................................15
Main Aileron Trim Switch 2CC ....................................... 24
Effectivity:
328-100 Mod.10
Main Elevator Trim Switches ..........................................67

Pedal Adjustment Assemblies..........................................35
Pusher Disarm Switch/Light ............................................87
Pusher Reset Switch......................................................... 87
Pusher Status ....................................................................94
Quadrant Assemblies (Rudder) ........................................36
Quadrant Assembly (aileron) ........................................... 16
Quadrant Assembly (Elevator)......................................... 60
Restrictor Relief Valves ................................................. 116
Roll Spoiler Actuators....................................................125
Roll Spoiler Control ....................................................... 129
Roll Spoiler Position Sensor ..........................................127
RUD LIMIT Switch/Light 5CL ....................................... 40
Rudder Controls (Operation) ........................................... 41
Rudder Damper ..............................................................135
Rudder Limiter Actuator 7CL ..........................................38
Rudder Pedal Assemblies................................................. 35
Rudder Position Indicating............................................... 44
Rudder Position Transmitter 19CX..................................40
Rudder Trim (Operation) ................................................. 51
Rudder Trim Actuator 25CC............................................50
Rudder Trim Selection Status ..........................................54
Rudder Trim Switch 22CC............................................... 48
Shaker Status ....................................................................94
Spoiler Position Indicating............................................. 130
Spoiler Proximity Sensor Monitoring ............................123
Spring Tab Lever Assembly............................................. 38
Stall Warning (Operation) ................................................87
Stall Warning Test Switch ............................................... 86
Standby Aileron Trim Switch 12CC ................................25
Standby Elevator Trim Switch ......................................... 68
Stick Pusher......................................................................85
Stick Shaker ..................................................................... 85
Tension Regulator (Elevator)........................................... 59
Tension Regulators (Aileron)........................................... 14
TEST TAB LOCK Switch/Light 2CL ............................. 39
Torque Shaft................................................................... 104
Trim Actuator Status ........................................................79
Trim Control (Operation)................................................. 69
Trim Control Panel 10CC ................................................24
Trim Position Indicating............................................. 54; 76
Trim Speed Mode Indicating ........................................... 77
Trim Synchronization....................................................... 76
Trim Test Switch..............................................................68
Trim Test Switch 50CC ............................................. 25; 49
Valve Manifold (Gnd Splr) ............................................113
Page: 27-137
Dornier 328
TRAINING MANUAL
DORNIER LUFTFAHRT
LIST OF ILLUSTRATIONS
Fig. 1 Flight Controls - General Arrangement .......................................................................................................................................................8
Fig. 2 Aileron - General Arrangement .................................................................................................................................................................10
Fig. 3 Aileron - Control Wheels to Transition Units............................................................................................................................................13
Fig. 4 Aileron - Cable Tension Regulator............................................................................................................................................................14
Fig. 5 Aileron - Transition Units to the Wingroot................................................................................................................................................15
Fig. 6 Aileron - Disconnect Unit ..........................................................................................................................................................................16
Fig. 7 Aileron - Wing Root to Aileron .................................................................................................................................................................17
Fig. 8 Aileron - Servo Tab....................................................................................................................................................................................20
Fig. 9 Aileron - Trim/Servo Tab ..........................................................................................................................................................................20
Fig. 10 Aileron - EICAS Indications - MFD System Page ..................................................................................................................................22
Fig. 11 Aileron Trim Controls - Trim Control .....................................................................................................................................................24
Fig. 12 Aileron Trim - Electrical Diagram (Sheet 1 of 3)....................................................................................................................................26
Fig. 15 Rudder - General Arrangement................................................................................................................................................................32
Fig. 16 Rudder Components - Pedal Assembly ...................................................................................................................................................35
Fig. 17 Rudder - forward Quadrant to Pressure Bulkhead ...................................................................................................................................36
Fig. 18 Rudder - from Pressure Bulkhead to Spring Tab.....................................................................................................................................37
Fig. 19 Spring Tab Lever Assembly.....................................................................................................................................................................38
Fig. 20 Rudder - Limiter Controls........................................................................................................................................................................39
Fig. 21 Rudder Components - Position Transmitter.............................................................................................................................................40
Fig. 22 Rudder Limiter - Electrical Diagram .......................................................................................................................................................42
Fig. 23 Rudder - RMU .........................................................................................................................................................................................46
Fig. 24 Rudder - EICAS .......................................................................................................................................................................................47
Fig. 25 Rudder Trim Controls - Trim Control Panel............................................................................................................................................48
Fig. 26 Rudder - Trim Actuator............................................................................................................................................................................50
Fig. 27 Rudder Trim - Electrical Diagram (Sheet 1 of 2) ....................................................................................................................................51
Fig. 28 Rudder Trim - Electrical Diagram (Sheet 2 of 2) ....................................................................................................................................54
Fig. 29 Elevator - General Arrangement ..............................................................................................................................................................55
Fig. 30 Elevator - Control Column to Pressure Bulkhead....................................................................................................................................58
Fig. 31 Elevator - Pressure Bulkhead to Vertical Stabilizer.................................................................................................................................60
Fig. 32 Elevator Disconnect Unit.........................................................................................................................................................................61
Fig. 33 Elevator Controls - EICAS Indications....................................................................................................................................................64
Fig. 34 Elevator Trim Actuators ..........................................................................................................................................................................66
Fig. 35 Elevator Trim - Controls ..........................................................................................................................................................................67
Fig. 36 Elevator Trim - Electrical Schematic (Sheet 1 of 3)................................................................................................................................70
Fig. 39 Elevator Trim Controls - Position Indicating...........................................................................................................................................76
Fig. 40 Elevator Trim Indications ........................................................................................................................................................................78
Fig. 41 Elevator Trim Indications SYS MAINT page .........................................................................................................................................79
Fig. 42 Stall Warning and Prevention - Diagram.................................................................................................................................................80
Fig. 43 AOA Sensors............................................................................................................................................................................................84
Fig. 44 Stick Shaker .............................................................................................................................................................................................85
Fig. 45 Stick Pusher .............................................................................................................................................................................................85
Fig. 46 Stall Warning and Prevention Controls - RH Miscellaneous Panel.........................................................................................................86
Fig. 47 Stall Warning and Prevention Controls - Pusher Reset Switch ...............................................................................................................87
Fig. 48 Stall Warning and Prevention - Electrical Diagram.................................................................................................................................88
Fig. 49 Stall Warning and Prevention - RMU Indications Indications ................................................................................................................95
Fig. 50 Stall Warning and Prevention - EICAS/PFD Indications........................................................................................................................96
Fig. 51 Flaps - General Arrangement ...................................................................................................................................................................97
Fig. 52 Flap Control Unit .....................................................................................................................................................................................99
Fig. 53 Flap Control Switch ...............................................................................................................................................................................101
Fig. 54 Flap Control Manifold ...........................................................................................................................................................................102
Fig. 55 Flap Actuators ........................................................................................................................................................................................103
Fig. 56 Flaps - Controls - Torque Shaft..............................................................................................................................................................104
Fig. 57 Flaps - Wiring Diagram .........................................................................................................................................................................105
Fig. 58 Flaps - Hydraulic Schematic..................................................................................................................................................................106
Fig. 59 Flaps - Control Valve Manifold - Hydraulic Schematic ........................................................................................................................107
Fig. 60 Flaps - EICAS Indications .....................................................................................................................................................................110
Fig. 61 Spoilers - General Arrangement ............................................................................................................................................................111
Fig. 62 Ground Spoiler Valve Manifold ............................................................................................................................................................113
Fig. 63 Ground Spoilers Valve Manifold - Hydraulic Diagram ........................................................................................................................114
Fig. 64 Ground Spoilers Actuators.....................................................................................................................................................................115
Fig. 65 Ground Spoilers Actuator - Internal View .............................................................................................................................................115
Page: 27-138
Effectivity:
328-100 Mod.10
Dornier 328
DORNIER LUFTFAHRT
TRAINING MANUAL
Fig. 66 Ground Spoilers Restrictor Relief Valve ...............................................................................................................................................116

Fig. 67 Ground Spoilers Switch/Light 2CS........................................................................................................................................................117
Fig. 68 Ground Spoilers Condition- and Powerlever Microswitches ................................................................................................................117
Fig. 69 Ground Spoiler System - Logic Diagram - EQ #21 and #22 .................................................................................................................119
Fig. 70 Ground Spoiler - Electrical Schematic...................................................................................................................................................120
Fig. 71 Ground Spoiler - Hydraulic Schematic ..................................................................................................................................................121
Fig. 72 Ground Spoilers - EICAS Indications....................................................................................................................................................124
Fig. 73 Roll Spoilers Actuator............................................................................................................................................................................125
Fig. 74 Roll Spoilers Actuator - Hydraulic Schematic.......................................................................................................................................126
Fig. 75 Roll Spoiler Actuator Breakout Device .................................................................................................................................................127
Fig. 76 Roll Spoilers - Double Shuttle Valve.....................................................................................................................................................127
Fig. 77 Roll Spoiler - Hydraulic Schematic .......................................................................................................................................................128
Fig. 78 Roll Spoiler - Electrical Schematic........................................................................................................................................................130
Fig. 79 Roll Spoilers - EICAS Indications .........................................................................................................................................................131
Fig. 80 Gust Lock System - General Arrangement ............................................................................................................................................132
Fig. 81 Gust Lock System - Functional Schematic ............................................................................................................................................134
Fig. 82 Gust Damper ..........................................................................................................................................................................................135
Effectivity:
328-100 Mod.10
Page: 27-139
Dornier 328
Rudder
Trim Tab
Spring Tab
Aileron
Servo Tab
Roll Spoiler
Flap
Groundspoiler
(Option)
Elevator
TrimTabs
TrimTabs
Elevator
Groundspoiler
(Option)
Flap
Roll Spoiler
Trim/Servo Tab
Aileron
Primary Flight Controls

Secondary Flight Controls
Spoilers
Flight Controls - General Arrangement

Effectivity:
328-100 Mod.10
- FOR TRAINING PURPOSES ONLY TA-27-Hcol1.1
Issue: 01/95
D1-TAKL-27-0001
Dornier 328
Upper Arm
Notch for Aileron Gust Lock
(LH Side Only)
Compression Springs
Sliding Lever Assembly
Input Pulley
Compression Springs
Lower Arm
Aileron - Cable Tension Regulator

Effectivity:
328-100 Mod.10
Issue: 01/95
D1-TAKL-27-0004
Dornier 328
A
Spring Tab
Connection
Torsion Bar Connection to Rudder
Torsion Bar Spring
Spring Tab Drive Rods
Spring Tab Locking Lever
Rudder Drive Rod (Input)
Actuator Connection to Rudder
Spring Tab Lock

Actuator
Torsion Bar Connection to Rudder

Effectivity:
328-100 Mod.10
Issue: 01/95
D1-TAKL-27-0016
Dornier 328
Honeywell
Elevator Trim Status
E
L
E
V
NU
ND
E
L
E
V
NU
E
L
E
V
ND
100%
75%
50%
25%
0%
-50%
-65%
NU
ND
Rudder Limiter Status

LH
RH
ELEVATOR
ELEV DISCONNECT
RUDDER LIMITED
ELEV DISCONNECT
RUDDER
AILERON
RUDDER LIMITED
RUDDER NOT LIMITED
RUDDER LIMITED
RUDDER NOT LIMITED
Trim Speed Status
Flap and Ground Spoiler Status

ROLL
TRIM SPEED FAST

TRIM SPEED SLOW
TRIM SPEED FAST
TRIM SPEED SLOW
ROLL
TRIM
FLAPS
E
L
E
V
AIL
12
0
20
RUD
32
ROLL
ROLL
ND
ROLL
Aileron and Elevator Disconnect Status
FLAPS
FLAPS
ELEVATOR
12
12
20
TRIM SPEED FAST
FLAP ASYM
FLAP CRTL FAIL
ROLL
NU
14
18
20
32
AILERON
32
ROLL
SYSTEM 1 / 3
ROLL
FLIGHT
CONTROL
FLAPS
HYDR
ENGINE
FUEL
NEXT
12
32
20
32
32
Flight Control System Page - Indications

Effectivity:
328-100 Mod.10
- FOR TRAINING PURPOSES ONLY-
Issue: 01/95
D1-TAHA-27-0002
er
ni
or
End of ATA Chapter 27

Flight Controls

Ata Chapter 27 Flight Controls

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Ata Chapter 27 Flight Controls

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Dornier 328

ATA CHAPTER 27 FLIGHT CONTROLS

27-10 AILERON CONTROLS AND TRIM

FUNCTIONAL DESCRIPTION ............................................................................................................ 12

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

LINE /BASE MAINTENANCE

RH Aileron Servo Tab .........................................................................................................................20

FUNCTIONAL DESCRIPTION .............................................................................................................23

27-20 RUDDER CONTROLS AND TRIM

FUNCTIONAL DESCRIPTION .............................................................................................................34

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

FUNCTIONAL DESCRIPTION ............................................................................................................ 48

27-30 ELEVATOR CONTROLS AND TRIM

FUNCTIONAL DESCRIPTION ............................................................................................................ 57

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

LINE /BASE MAINTENANCE

Elevator Position Indicating.................................................................................................................63

FUNCTIONAL DESCRIPTION .............................................................................................................65

27-33 STALL WARNING AND PREVENTION

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

GENERAL ............................................................................................................................................ 111

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

LINE /BASE MAINTENANCE

GROUND SPOILERS (OPTIONAL)

FUNCTIONAL DESCRIPTION ...........................................................................................................113

FUNCTIONAL DESCRIPTION ...........................................................................................................125

27-70 GUST LOCK AND DAMPER

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

LINE /BASE MAINTENANCE

Fig. 1 Flight Controls - General Arrangement

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

LINE /BASE MAINTENANCE

27-10 AILERON CONTROLS AND TRIM

Fig. 2 Aileron - General Arrangement

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

INTERFACE TO OTHER SYSTEMS

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

LINE /BASE MAINTENANCE

LH and RH fairlead brackets

aileron disconnect unit

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

LH and RH Control Wheels

Cable Tension Regulator

Fig. 3 Aileron - Control Wheels to Transition Units

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

LINE /BASE MAINTENANCE

Notch for Aileron

Fig. 4 Aileron - Cable Tension Regulator

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

LH and RH Transition Units

Rod to RH Aileron Control

Autopilot Roll Servo Actuator

Lever Assy Drive Rod

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

LINE /BASE MAINTENANCE

Command Input from RH Control Circuit

Fig. 6 Aileron - Disconnect Unit

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

Levers and Bellcranks

Fig. 7 Aileron - Wing Root to Aileron

- FOR TRAINING PURPOSES ONLY TM-Flight Controls

LINE /BASE MAINTENANCE