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FLIGHT CONTROLS

CH 27

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ATA 27 FLIGHT CONTROLS TABLE OF CONTENTS


INTRODUCTION ................................................................................... 4
ACTUATORS AND SERVOS ................................................................ 6
HYDRAULIC SHUTOFF VALVES - CONTROL AND INDICATION........8
HYDRAULIC SHUTOFF VALVES ...................................................... 10
CONTROL SYSTEM ELECTRONIC UNITS - (CSEU)........................ 12
CSEU BLOCK DIAGRAM.................................................................... 14
CONTROL SYSTEM ELECTRONIC UNITS POWER DISTRIBUTION 16
AILERON CONTROLS AND INDICATIONS ....................................... 18
AILERON COMPONENT LOCATIONS............................................... 20
AILERON MANUAL CONTROL .......................................................... 22
AILERON TRIM CONTROL................................................................. 24
AILERON DROOP MECHANISM........................................................ 26
AILERON OUTBOARD LOCKOUT ..................................................... 28
AILERON POSITION INDICATING SYSTEM ..................................... 30
SPOILER CONTROLS AND INDICATORS...........................................32
SPEEDBRAKE MECHANISM AND LVDT UNITS............................... 34
SPOILERS AND SPEEDBRAKES - OVERVIEW................................ 36
AUTO SPEEDBRAKE ACTUATOR..................................................... 38
AUTO SPEEDBRAKE SYSTEM.......................................................... 40
AUTO SPEEDBRAKE ELECTRICAL SCHEMATIC ............................ 42
RUDDER CONTROLS AND INDICATORS......................................... 44
RUDDER YAW CONTROL.................................................................. 46
RUDDER SYSTEM.............................................................................. 48
RUDDER TRIM SYSTEM.................................................................... 50
RATIO CHANGER OPERATION......................................................... 52
RUDDER RATIO CHANGER MECHANISM..........................................54
YAW DAMPER SYSTEM .................................................................... 56
ELEVATOR GENERAL DESCRIPTION................................................58
ELEVATOR CONTROL SCHEMATIC................................................. 60
ELEVATOR FEEL FORCE SYSTEM .................................................. 62
STALL WARNING SYSTEM COMPONENTS..................................... 64
STALL WARNING COMPUTER............................................................66
STALL WARNING BITE.........................................................................68
STABILIZER CONTROLS AND INDICATORS ................................... 70
STABILIZER TRIM BLOCK DIAGRAM ............................................... 72
STABILIZER TRIM CONTROL MODULE (STCM).............................. 74
STABILIZER HYDRAULIC CUTOUT SWITCHES .............................. 76
STAB TRIM LIMIT SWITCH AND POS. TRANSMITTER MODULES. 78
HIGH LIFT DEVICES........................................................................... 80

FLAP CONTROL AND INDICATION ................................................... 82


FLAPS GENERAL DESCRIPTION........................................................84
FLAP PRIMARY DRIVE CONTROL .................................................... 86
FLAP POWER DRIVE UNIT (PDU) ..................................................... 88
FLAP PDU COMPONENTS................................................................. 90
FLAP/SLAT SHUTOFF VALVE MODULE ........................................... 92
FLAP ROTARY ACTUATOR ............................................................... 94
INBOARD FLAPS ................................................................................. 96
OUTBOARD FLAPS ............................................................................. 98
FLAP / SLAT ELECTRONIC UNIT (FSEU) ........................................ 100
FLAP SYSTEM INTERFACE.............................................................. 102
FLAP HYDRAULIC OPERATION ....................................................... 104
FLAP LOAD RELIEF MECHANISM.................................................... 106
FLAP LOAD RELIEF SYSTEM........................................................... 108
FLAP ALTERNATE DRIVE CONTROL .............................................. 110
FLAP POSITION TRANSMITTER ..................................................... 112
FLAP POSITION TRANSMITTER ASSEMBLIES .............................. 114
FLAP POSITION INDICATION ........................................................... 116
FLAP/STAB POSITION MODULES (FSPM) ...................................... 118
FLAP ASYMMETRY PROTECTION SYSTEM....................................120
LEADING EDGE SLATS.................................................................... 122
SLAT POWER DRIVE UNITS (PDU)................................................. 124
KRUEGER SEAL FLAP DRIVE SYSTEM (INBD SLATS)................. 126
INBOARD SLAT DRIVE AND TRACKS ............................................ 128
OUTBOARD SLAT DRIVE AND TRACKS ........................................ 130
SLAT FSEU/PSEU INTERFACE ....................................................... 132
SLAT SYSTEM INTERFACE............................................................. 134
SLAT HYDRAULIC OPERATION ...................................................... 136
SLAT ALTERNATE DRIVE CONTROL ............................................. 138
SLAT SENSOR/TARGET POSITIONS.............................................. 140
SLAT PDU TRANSMITTERS ............................................................ 142
SLAT PSEU BITE .............................................................................. 144

STUDENT NOTES:

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FLIGHT CONTROL INTRODUCTION


General
Flight control systems can be grouped as primary or secondary control systems.
Primary flight controls are those which are used to provide continuous control of
the airplane about the pitch, roll and yaw axes, and include the aileron, rudder,
elevator and spoiler systems. Secondary flight controls are those used
intermittently, to modify the basic aerodynamic configuration of the airplane to
improve its performance at a particular flight condition, and include the leading
edge slat, trailing edge flap, spoilers (when used as air or ground speedbrakes)
and stabilizer trim systems.
Wing Systems
The aileron and spoiler systems provide control about the roll axis through
differential operation (up on one wing and down on the other). The leading
edge slat, trailing edge flap and spoiler (when raised symmetrically on both
wings) systems modify wing lift characteristics.
Tail Systems
The elevator system provides control about the pitch axis and stabilizer position
is varied to trim the airplane about the pitch axis. The rudder provides control
about the yaw axis.

RUDDER

ROLL
AXIS

YAW
AXIS

OUTBD
AILERON
PITCH
AXIS

ELEVATOR

INBD AILERON
SPOILERS
(6 EACH SIDE)

STABILIZER
INBOARD FLAP
OUTBOARD FLAP

LEADING EDGE SLATS


(6 EACH SIDE)

FLIGHT CONTROL INTRODUCTION


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FLIGHT CONTROL ACTUATORS AND SERVOS


General
All primary flight controls are driven by hydraulically operated Power Control
Actuators (PCA) with no manual reversion capability. A total of twenty nine
actuators are employed with eight in the aileron system, twelve in the spoiler
system, six in the elevator system and three in the rudder system. In addition
the aileron system has three additional Lateral Central Control Actuators
(LCCA) to power the wing cable systems to the PCA located at the aileron.
Nine autopilot servos, three on each axis, provide triple redundancy required for
category three autoland capability. The aileron servos are part of the LCCA
with the three elevator and three rudder servos as individual units.
Two Yaw Damper Servos (YDS) provide rudder inputs independent of pilot or
autoflight control inputs.
The trailing edge flaps and leading edge slats, which are secondary flight
controls, are operated by power drive units (PDU). The PDU will rotate torque
tubes to power two rotary actuators (mechanical) at each control surface.
Hydraulic Distribution
Three hydraulic systems operate power control actuators in the primary flight
control systems which include the aileron, elevator, rudder and spoiler systems.
The secondary flight control systems are powered by a combination of one, two,
or three hydraulic systems.
Roll (LCCA), pitch (elevator) and yaw (rollout guidance) autopilot actuators are
powered by each of the three hydraulic systems. The ram air turbine pump in
the center hydraulic system can power all center hydraulic system flight controls
except the flap and slat systems.
The stabilizer trim system is normally powered by the left and center hydraulic
systems. A Power Transfer Unit (PTU) can provide right hydraulic system
power to operate the left stabilizer trim system.
An elevator feel computer and yaw damper servo are powered by the left
hydraulic system with identical components powered by the center hydraulic
system.

The rudder ratio changer, the leading edge slats and trailing edge flap systems
are each powered by one hydraulic system.

FLIGHT CONTROL ACTUATORS AND SERVOS


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HYDRAULIC SHUTOFF VALVES - CONTROL AND INDICATION


General
Six control switches located on the HYD/GEN FIELD CONT panel (P61). The
switches are intended for ground use only and are normally on.
These alternate action switches contain white ON lights that are illuminated
whenever the switch is in the open position.
Each control switch is guarded by a cover, which will not close, in the switch off
position (switch protruding).
The shutoff valve position is monitored by switch lights and EICAS messages.
An amber light in the lower half of the control switch illuminates as soon as the
valve moves from the fully open position.
An amber EICAS advisory message appears on the upper display when a
shutoff valve is not open (i.e. L WING HYD VAL). If more than one valve is not
open, EICAS will display a single FLT. CONT VALS message.

HYDRAULIC SHUTOFF VALVES - CONTROL AND INDICATION


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FLIGHT CONTROL HYDRAULIC SHUTOFF VALVES


Description
Six identical shutoff valves are used to isolate flight control components from
their hydraulic source during ground maintenance. Hydraulic shutoff valves
control pressure to all flight control systems except the flaps, slats and stabilizer
systems.
An electrical actuator and a rotary selector valve are joined together to form a
single LRU. The actuator has a single electrical connector, and position decals
to show the actual valve position. The rotary selector valve has three fluid ports
and an override handle. The override permits power-off manual operation, and
it also functions as a visual indicator.
The two-position shutoff valve (open - position 1; closed - position 2) is normally
open.
Shutoff Valve Locations
Left and right wing shutoff valves are mounted on a bracket between the rear
wing spar and the spoiler beam adjacent to the inboard corner of the inboard
ailerons.
The center wing shutoff valve is located on the aft bulkhead in the left wheel
well.
Tail shutoff valves are located in the stabilizer compartment. Access is through
a service door in the bottom of the compartment, just forward of the stabilizer
jackscrew.
Dispatch Deviation
Flight Control Shutoff Valves INOP Lights: Verify that the related flight
control shutoff valve is open.
Pressurize the hydraulic system related to inop valve/light and operate the
flight control surface, while observing the flight control deflections on
EICAS.

Note:

It is possible for valve to fail closed with override and position lever
indicating open. Visual and flight control operational checks must
be accomplished.

FLIGHT CONTROL HYDRAULIC SHUTOFF VALVES


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CONTROL SYSTEM ELECTRONIC UNITS - (CSEU)


General
Two identical, left (E1-1) and right (E2-1), CSEU are located in the main
equipment center. Each CSEU contains six modules:
Power Supply Modules (PSM) (2)
Spoiler Control Modules (SCM) (3)
Yaw Damper/Stabilizer Module (YSM) (2)

CONTROL SYSTEM ELECTRONIC UNITS - (CSEU)


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CSEU BLOCK DIAGRAM


Components
Each CSEU has four flight control modules and two power supply modules.
The CSEU interfaces with other primary airplane systems to provide the
calculation and control functions for these functions:

Yaw damping
Stabilizer trim
Aileron lockout
Rudder ratio changer
Spoiler deployment

Inputs
Three air/ground systems discrete inputs allow the CSEU to perform control
functions and ground test function.
Three ADIRU provide airspeed inputs for aileron lock-out and rudder ratio
changer control.
Each CSEU module receives hydraulic pressure switch signals from the
hydraulic systems. These inputs are used for control of fault annunciation and
reset fault latches.
The CSEU receives flaps position inputs from three Flap Stabilizer Position
Modules (FSPM), located in the P50 card file. Flaps positions are used for
spoiler scheduling and stabilizer trim control.
Auto pilot system(s) controls the stabilizer trim function via the CSEU.
Speed brake lever and control wheel positions allow the CSEU to control spoiler
panels.
Manual electric stabilizer trim switches send electrical signals through the
CSEU for control and indication.

CSEU
Two PSMs supply power to these components:
Three Spoiler Control Modules (SCM)
Yaw Damper/Stabilizer Trim Module (YSM)
Excitation for LVDT and RVDT for the above LRUs
Outputs
The following items are controlled by the CSEU:

Twelve spoiler PCA


Two stabilizer trim control modules
Two aileron lock-out actuators
Two yaw damper servos
The rudder ratio changer actuator

AIR

GND
AIR GROUND
SYSTEMS (3)

SPOILER PCA

AIR SPEED

ADIRU (3)

PSM (2)
(P50)
HYD PRESS
SWITCHES
FLAP POSITIONS

STAB TRIM
CONTROL MODULE

FSPM (3)
200

270

+2300

17000

AUTO PILOT SYSTEMS (3)

AILERON
LOCKOUT ACTUATOR

SCM (3)

YAW DAMPER
SERVOS

SPEED BRAKE
LEVER

YSM
CONTROL WHEEL

CSEU (2)

CSEU BLOCK DIAGRAM


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RATIO
CHANGER
ACTUATOR
RUDDER MECHANISM

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CONTROL SYSTEM ELECTRONIC UNITS POWER


DISTRIBUTION
Description
The left CSEU power supply modules (PSM) get power from the standby ac/dc
buses. The right CSEU PSM get power from the left and right buses. The dual
PSM in each CSEU send out 26v ac, +5 vdc and +/-15 vdc to the four operating
modules.
26v ac goes to the yaw damper/stabilizer trim module (YSM), and spoiler control
modules (SCM) for reference power and for excitation power for the control
wheel and speedbrake lever RVDT and LVDT.
The spoiler actuator LVDT receive excitation power from the PSM through the
SCM. PSM 1 in each CSEU supplies 26v ac power with automatic failure
changeover to PSM 2. +/- 15v dc goes to all the modules for card and
electrohydraulic servo valve operation. 28v dc goes to all the modules for
solenoid valve, actuator, relay, fault monitor and fault ball control.

115V AC
STBY BUS
POWER
SUPPLY
MODULE 1L

28V DC
STBY BUS

26V AC
|15V DC
+5V DC

CAPT WHL
RVDTS (3)

28V DC
STBY BUS
26V AC

L YAW
DAMP/
STAB
TRIM
MODULE

SCM 3L
RUDDER RATIO
CHANGER LVDT

CSEU (E1-1 SHELF)


28V DC
LEFT BUS

SPD BRK
LVDTS (3)

SCM 2L

POWER
|15V DC
SUPPLY
MODULE 2L
+5V DC

28V DC
STBY BUS

SPOIL
CONT
MODULE
1L

SPOILER PWR
CONT ACT LVDTS

POWER SUPPLY INTERNAL WIRING SAME AS E1-1 SHELF


MODULE 1R

28V DC
RIGHT BUS
28V DC
LEFT BUS
115V AC
RIGHT BUS

26V AC

28V DC

POWER SUPPLY
MODULE 2R

26V AC

CSEU (E2-1 SHELF)

P11

SPOILER PWR
CONT UNIT LVDTS

CONTROL SYSTEM ELECTRONIC UNITS POWER DISTRIBUTION


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YAW DMPR
SERVO LVDT
(2)

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AILERON CONTROLS AND INDICATIONS


Control
Dual control wheels provide manual control of the aileron system. The wheels
are mechanically connected by overrides and normally operate together. The
ailerons are controlled during autoflight by switches on the mode control panel.
Trim switches on the control stand control an electric actuator which operates
the aileron system.
Indication
Aileron position is shown by pointers on the EICAS Status page. There is a trim
indicator placard on top of each control column. Aileron lockout system faults
are shown by an EICAS advisory message, an amber light and an EICAS
maintenance message.

AILERON CONTROLS AND INDICATION


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AILERON COMPONENT LOCATIONS

Ailerons

Forward Quadrants

Inboard aileron located on trailing edge of both wings behind engine struts.
Outboard aileron located on both wings outboard section, trailing edge.

Located under the flight compartment floor just aft of the base of the control
columns. They incorporate bus rod, drum position transducers (spoiler lateral
control RVDTs), override and lost motion assemblies, and a control wheel force
transducer (autopilot).
Primary And Backup Cable System
Located under passenger cabin floor along side of the fuselage. Primary along
left side to wheel well and backup along right side to right wheel well.

Droop Mechanism
Located on left and right wing spar, inboard corner inboard ailerons (2 total).
Provides inboard aileron droop with first 15 degrees of flap extension for
increased lift during take-off and approach.
Outboard Aileron Lockout Mechanism

Left Wheel Well Components

Located on left and right wing rear spar, inboard corner outboard aileron (2
total). Locks-out outboard ailerons at cruise speeds. Locks-out as a function of
airspeed and altitude (Mach Number).

Consist of feel-centering and trim mechanism, left LCCA torque tube, two
LCCAs (one above the other), and the left LCCA output quadrant.

Position Transmitters

Right Wheel Well Components

Located on the outboard corner of the Inboard ailerons and on outboard section
of each outboard aileron (four total). Input is to EICAS status page only.

Consists of right wheel well quadrant, right LCCA torque tube/aileron control
override mechanism, right LCCA, the right LCCA output quadrant and right
aileron control output quadrant.

Aileron and Spoiler Hydraulic Shutoff Valves

Wing Cable System


Routed along left and right wing rear spars from LCCA output quadrants to
outboard aileron lockout mechanism.
Power Control Actuators (PCA)
Consists of two PCA located in the mid-section, leading edge of each aileron
(eight total). Each PCA is powered by one hydraulic system and has NO
electronic input.

Located adjacent to inboard edge of left and right inboard ailerons, (L & R HYD),
and on aft bulkhead left wheel well (C HYD). Three shutoff valves total for
lateral control. These are designed for ground/maintenance use only.

AILERON COMPONENT LOCATIONS


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AILERON MANUAL CONTROL


Control Wheels

Outboard Aileron Lockout Mechanism

The captain and first officer's yokes each drive respective control column
cables. Rotation of either control wheel drives the primary (left) cable system.

The outboard aileron lockout mechanism disables (fairs) the outboard ailerons
at cruise speeds; controlled by YSM. The electric actuator re-positions linkage
which mechanically nulls the outboard aileron PCA inputs.

Forward/Aft Quadrants

Override

The forward quadrants control operation of the primary (left) and backup (right)
cable systems. They contain input and drive drums, bus cranks, position
transducers (lateral control spoiler RVDTs), force transducer (control wheel
steering), and lost motion and load limiter assemblies.

There are seven override mechanisms in the aileron control system. Three
overrides function to separate the primary and backup control systems in event
of a jam in either system. Four overrides, two in each wing, function to separate
inboard and outboard aileron control inputs.

The aft quadrants provide an interface between the primary and backup cable
system and the wing cable system. The left aft quadrant incorporates a "feel
and centering" mechanism for cable system feel force and an electric trim
actuator. Both quadrants have control input rods to Lateral Central Control
Actuators (LCCA).

Inputs are provided through each override by a cam and roller (cam follower)
which are held together by spring force. Inputs are from the cam to the roller or
the roller to the cam, depending on the installation, and normal or non-normal
operation. Normally the cam and roller operate as a unit and move together.

Lateral Central Control Actuators (LCCA)


The LCCAs hydraulically power the wing cable system which controls the
Power Control Actuators (PCA). LCCA can also be controlled electrically by
signals from the Flight Control Computers (FCC) in autopilot operation.
Power Control Actuators (PCA)
The PCA's position the ailerons hydraulically and are controlled mechanically.
There are two PCA's on each aileron (8 total). Each PCA has a single hydraulic
system source.
Droop Mechanism
The droop mechanism positions the inboard ailerons 10 degrees down with the
trailing edge flaps equal to or greater than 15 degrees. The flap drive-angle
gearbox mechanically positions input rods to the inboard PCA's.

If a jam occurs on either side of the override, and sufficient force is applied on
the side that is not jammed, the roller is forced up on the cam face. This
separates the aileron control system allowing partial system operation.
Lost Motion
Two lost motion devices are installed between the primary and backup control
systems. These devices permit operation of the primary control system during
normal operation by preventing contact with the backup control system.
The lost motion devices engage during jams or disconnects in the primary
control system. This enables full or partial backup cable system operation of
the ailerons and spoilers.
The devices consist of an arm in a slot with gaps between the arm and slot.
Primary control inputs move the arm or slot with the other side of the device
moved by aileron system response. Normally there is no contact between the
arm and slot. When a jam or disconnect occurs in the primary control system,
the lost motion devices are engaged by operation of the backup cable system.

AILERON MANUAL CONTROL


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AILERON TRIM CONTROL


The aileron trim arm and control switches are located on the aft end of the
control stand. Both switches must be operated to power the trim actuator on the
feel, centering and trim mechanism.
Maximum aileron trim is 30 degrees of control wheel rotation. Aileron trim
indicator placards are located on top of each control column. Each unit of trim
represents five degrees of control wheel rotation.

AILERON TRIM CONTROL


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AILERON DROOP MECHANISM


Description
Both inboard ailerons are lowered (drooped) to improve lift when the trailing
edge flaps are extended.
The droop mechanism is mechanically operated by the aileron droop angle
gearbox as the flaps extend between up and 5 units causing the inboard
ailerons to lower 10 degrees. As the flaps are raised, the ailerons return to the
neutral position. Extending the flaps from 25 to 30 units causes the inboard
ailerons to retract approximately 5 degrees.
A droop mechanism for each inboard aileron is located on the left and right wing
rear spars inboard of the inboard ailerons.
The droop mechanism inboard and outboard quadrants have override
mechanisms to separate a jammed inboard or outboard aileron control input
from the aileron system.
Because the droop mechanism does not operate the body cable systems the
only flight deck indication of aileron droop is the position pointers on the EICAS
Status page.
The aileron droop angle gearbox output crank rotates the droop summing lever
as flaps extend from up to 5 units, operating the control rod to the inboard
aileron Power Control Actuator (PCA) causing the inboard ailerons to lower
(droop) 10 . The output crank cam follower is moved by a cam, operated by a
drive shaft, which has a shear out to permit flap operation with a jam in the
inboard aileron PCA input mechanism. The droop summing lever pivots on the
control rod from the inboard quadrant during droop operation, thus the only
input is to the inboard aileron PCAs.
When the flaps move from 25 to 30 units, the inboard ailerons move up to
approximately five degrees drooped due to the shape of the cam.

AILERON DROOP MECHANISM


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OUTBOARD AILERON LOCKOUT


An airspeeds schedule has been established (YSM software) to permit the
outboard ailerons to be locked out (faired) at cruise airspeeds. Aileron lockout
prevents over-control and control reversal at high airspeeds. Airspeed is
continuously monitored, compared to a lockout schedule in the YSM, and
appropriate signals are sent to the lockout actuator. The schedule is a function
of calibrated airspeeds and pressure altitude (Mach Number).
S.L. to 10,000 ft

= 275 + 5 kts

10,000 ft to 18,000 ft

= m 0.50 + 0.02

18,000 ft to 27,000 ft

= 235 + 5 kts

27,000 ft to ceiling

= m 0.58 + 0.02

The schedule includes a transition band to insure gradual, controllable changes.


Lockout commences when the airspeed exceeds the high side of the bank for
increasing speeds (i.e. m 0.60 at cruise altitude). Unlock begins when the
airspeeds slows to the low side of the bank for decreasing airspeeds (i.e. m0.56
at cruise altitude).
Lockout extension/retraction time is 15 seconds in either direction. The aileron
is faired/unfaired gradually to avoid abrupt control responses.
The outboard ailerons are locked out at high speed to reduce roll control
sensitivity about the longitudinal axis of the airplane.
An aileron lockout mechanism is mounted on the wing rear spar, inboard of
each outboard aileron. The mechanism is operated by an electric actuator
which positions linkages to prevent quadrant rotation from operating the control
rod to the PCA's. The lockout actuators are electronically controlled by
stabilizer trim aileron lockout modules (YSM) using speed inputs from the Air
Data Inertial Reference Units (ADIRU).

OUTBOARD AILERON LOCKOUT


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AILERON POSITION INDICATING SYSTEM


Aileron Position Transmitters
Each of the four ailerons has a transmitter located near its outboard ends. The
transmitter case is mounted on the rear wing spar. A crank with an adjustable
rod is attached to the aileron. Aileron motion rotates the crank and generates
an output signal to the EICAS computers. The adjustable control rod is used to
rig the transmitter to electrical zero (minimum voltage) with the aileron faired to
structure. Access is by panels on the lower wing surface just forward of the
aileron leading edge.
Aileron Position Indicator
Aileron position is displayed on the lower EICAS display on the status page
only. Triangular pointers arranged on vertical scales indicate each aileron
position on a vertical scale.
Dispatch Deviation
If the Flight Control Surface Indication is INOP it is necessary to provide a visual
flight control check prior to each departure.

28V AC
R BUS
R AILERON
POSITION
P11 CB PANEL

CX

LC FILTER

RIGHT OUTBD
AILERON POSITION
XMTR

LC FILTER

INTERNALS
SAME AS
RIGHT OUTBD
POS XMTR
RIGHT INBD
AILERON POSITION
XMTR

28V AC
L BUS
L AILERON
POSITION
P11 CB PANEL

OUTBD AIL
INBD AIL
INBD AIL
OUTBD AIL

LOWER EICAS
DISPLAY

INTERNALS
SAME AS
RIGHT OUTBD
POS XMTR
LEFT INBD
AILERON POSITION
XMTR
INTERNALS
SAME AS
RIGHT OUTBD
POS XMTR
LEFT OUTBD
AILERON POSITION
XMTR

EICAS 28V AC REFERENCE POWER:


LEFT AIL POSN - LEFT ENG OIL PRESS (L9)
RIGHT AIL POSN - RIGHT ENG OIL PRESS (L36)

L/R EICAS CMPTR

RUD

LC FILTER

AIL

LC FILTER

POSITION
POINTERS

AILERON POSITION INDICATING SYSTEM


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AILERON
POSITION
INDICATION

TRAINING MANUAL
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ELEV

AIL

STATUS PAGE

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SPOILER CONTROL AND INDICATION


SPEEDBRAKES Light
Control
Electronic control of hydraulic Power Control Actuators (PCA) is by control
wheel Rotary Variable Differential Transformers (RVDT) and speedbrake lever
Linear Variable Differential Transformer (LVDT) inputs to Spoiler Control
Modules (SCM). Each SCM outputs control signals to an Electro-Hydraulic
Servo Valve (EHSV) on two PCAs. Spoiler panel position signals from a piston
operated internal PCA LVDT provide a feedback signal to the SCM for panel
control and fault detection.
RVDT lateral control inputs are from aileron system operation. LVDT
speedbrake control inputs are from speedbrake lever operation.
Indication
Spoiler system faults cause a maintenance message to be displayed.
Faults causing auto shutdown of a panel pair cause display of the amber
SPOILERS light and an advisory message. Additional fault information is
available from the built in test function of the SCM.
Speedbrake Lever Positions
DOWN - Is a detent position that signals all spoiler panels to retract.
ARMED - Allows automatic deployment of speedbrake upon landing.
UP - Speedbrake lever moves to the UP position after both trucks in a no-tilt
position.
AUTO SPDBRK Light
This light illuminates to indicate a fault in the auto speedbrake system. For
aircraft equipped with winglets, the AUTO SPDBRK light will indicate a fault in
the autostow system.
SPOILERS Light
This light iIlluminates when one or more spoiler panels are not in the
commanded positioned. A failed spoiler PCA could cause this light.

This light illuminates to indicate the speedbrake lever is beyond the ARMED
detent with radio altitude between 15 to 800' or radio altitude above 15' with
flaps extended beyond 20 degrees.

SPOILER CONTROL AND INDICATION


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SPEEDBRAKE MECHANISM AND LVDT UNITS


Location
The Speedbrake Lever is connected to the Speedbrake Mechanism in the
control stand by a rod. The Linear Variable Differential Transformers (LVDT)
are connected to the speedbrake mechanism. The LVDTs are accessed by
opening the left side panel of the control stand.
Description
Three LVDT units are attached to the speedbrake mechanism inner shaft.
Rotation of the speedbrake lever moves the connecting rod attached to the
inner shaft of the speedbrake mechanism. An auto speedbrake actuator can
also operate the inner shaft and LVDT's through an outer shaft and no-back
clutch. The inner shaft then operates both the LVDT moveable core rods. The
LVDTs output a variable voltage to the Spoiler Control Modules (SCMs). LVDT
1 of each LVDT pair outputs to the SCMs in the left Control System Electronic
Unit (CSEU). LVDT 2 outputs to the SCMs in the right CSEU.
Maintenance Practices
The LVDTs are removed and installed in pairs as they have a common rod end.
To adjust the LVDT unit, the speedbrake lever is placed in the arm detent, the
jam nut is loosened, and the wrench flat is rotated until a voltage of not more
than 50 mv is attained on both LVDT's (Null Position).

ARM (8.5 DEGREES)


DOWN (DETENT)

FROM REVERSE
THRUST CAM
UP (78 DEGREES)

SPEEDBRAKE LEVER
(LIFT TO MOVE AFT)

REVERSE THRUST AUTO


SPEEDBRAKE DEPLOY MECHANISM

PIVOT SHAFT

NO-BACK CLUTCH

FLIGHT
COMPARTMENT
FLOOR

AUTO-SPEEDBRAKE
ACTUATOR

SPEEDBRAKE LVDT
(3 PAIRS)

SPEEDBRAKE MECHANISM AND LVDT UNITS


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SPOILERS AND SPEEDBRAKES - OVERVIEW


Spoiler/Speedbrake Operation
Spoilers deploy as a function of control wheel deflection, speedbrake lever
position, flap position, and air/ground logic. All twelve spoilers are programmed
to provide roll control, in-flight speedbrakes, and ground spoiler speedbrakes.
Each symmetrical pair of spoilers is controlled by a Spoiler Control Module
(SCM). Each spoiler is driven by a Power Control Actuator (PCA).
The output of each SCM and the feedback from the pair of PCA's being
controlled by that SCM form a closed loop electro-hydraulic servo control
system.
Lateral control inputs to each SCM is by control wheel Rotary Variable
Displacement Transducers (RVDT). Speedbrake inputs are by speedbrake
lever Linear Variable Displacement Transducers (LVDT).
RVDT and LVDT control inputs are demodulated, amplified, and modified by
SCM programs. The lateral control and speedbrake commands are mixed to
provide approximately the same roll-rates with or without speedbrakes.
Each SCM has two output signals - one to the left wing and one to the right
wing. The two outputs will cause the spoiler pair to deploy asymmetrically
during roll-control and symmetrically during speedbrake operation. These
modes are modified within the SCM if a roll is initiated while speedbrakes are
deployed.
Spoiler panel limits are determined for each Spoiler Control Module by pin
programming.
Spoilers 4 and 9 are INHIBITED as in-flight speedbrakes.
Spoilers 4, 5, 8, and 9 are INHIBITED as lateral control spoilers at cruise
speeds (flaps 20 degrees or less).

LEFT CONTROL WHEEL

SPEEDBRAKE
LEVER

SPEED BRAKE
LEVER LVDT UNITS
(3 PLCS)

RIGHT CONTROL WHEEL

DEPLOY

SPOILER
RVDT UNIT
2

SPOILERS
ANNUNCIATOR PANEL
(P5)

3L
3R

1L
1R

CSEU DC PWR

RIGHT FWD QUADRANT

LEFT FWD QUADRANT


2L
2R

SPOILER
RVDT UNIT

SPOILERS (W)
POWER

POWER
FAULTS

ACTIVE CHAN (A)


STBY CHAN (B)
MODEL CHAN (C)
FAULT MON

CSEU AC PWR

FLAP POSITION
FSPM
AIR/GND
& HYD DISCRETES

LOCK/UNLOCK

2L (E1-1)

L CSEU

POWER

FAULTS
SPDBK
HANDLE POS
FLAP
DISCRETES
INTLK
3L (E1-1)

FAULTS

FLAP
DISCRETES
INTLK

1L (E1-1)

POWER

POWER

FAULTS

POWER

DISCRETES
FLAP
INTLK

FLAP
DISCRETES

1R (E2-1)

INTERNALS
SAME AS
1L

FLAP
INTLK
DISCRETES

2R (E2-1)

R CSEU

SPOILERS (Y)

FAULTS

FAULTS

L & R EICAS COMPUTER (E8)

3R (E2-1)

60

45

OUTBD

45

45

PANELS 4, 5, 8 & 9 DO NOT OPERATE FOR


LATERAL CONTROL WITH OUBOARD AILERONS
LOCKED OUT

45

45

45

45

GROUND
SPEED BRAKE
MAX LIMIT (DEG)
LOW SPEED
LATERAL CONTROL
MAX LIMIT (DEG)

17

17

XX

XX
XX

17

60

OUTBD
45

HIGH SPEED
LATERAL CONTROL
MAX LIMIT (DEG)
1

SPOILER SPEEDBRAKES - OVERVIEW


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LVDT

PCA
0

PCA

60

INFLIGHT
SPEED BRAKE
MAX LIMIT (DEG)
SPOILER
PANEL NO.

EHSV

LVDT

PCA

17

EHSV

LVDT

60

INBD

17

X
XX

EHSV

LVDT

17

45

60

OUTBD
45

LVDT

17

10
45

LVDT

17

INBD

INBD

INBD

PCA

60

EHSV

17

OUTBD

OUTBD
45

17

60

C HYD PWR

OUTBD
45

11
45

45

PCA

60

OUTBD
45

PANELS 4 AND 9
LOCKED OUT DURING
IN-FLIGHT SPEED BRAKES

EHSV

45

OUTBD

LVDT

EHSV

EHSV

60

LVDT

EHSV
EHSV
EHSV

PCA

60

45

60

60

PCA
FWD

PCA

PCA

PCA
LVDT

PRESSURE

PCA

LVDT

R HYD PWR

PCA

LVDT

C HYD PWR

R HYD PWR

EHSV

EHSV

L HYD PWR

LVDT

YSM

12
45

45

L HYD PWR

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AUTO SPEEDBRAKE ACTUATOR


Auto Speedbrake Actuator
The Auto Speedbrake Actuator drives the speedbrake lever and the speedbrake
LVDT's through a no-back clutch. The clutch allows the flight crew to move the
speedbrake lever without moving the actuator output shaft. Access to the
actuator is through a side panel in the captain's side of the control stand.

REVERSE
THRUST
LEVER

ACCESS
PANEL

THRUST
LEVER

DOWN
ARMED

SPEEDBRAKE LEVER
(LIFT TO MOVE)

REVERSE THRUST
LEVER POSITION
SWITCH (S374)

NO BACK
CLUTCH
ASSEMBLY
P10 CONTROL STAND

UP

INNER SHAFT
AUTOSPEEDBRAKE
ACTUATOR
SWITCH CAM
SPEEDBRAKE
SWITCHES
(S371 & S493)

LVDT (3)

AUTO SPEEDBRAKE ACTUATOR


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AUTO SPEEDBRAKE SYSTEM


Purpose
The auto speedbrake system operates the speedbrake
lever mechanism to extend the spoilers at touchdown or
during a refused takeoff and to retract the spoilers
when a go-around starts after touchdown.
System Description
Auto speedbrake relays control operation of the autospeedbrake
electric motor-operated actuator that moves
the speedbrake lever mechanism.
These inputs control the relays:
- Thrust lever position switches (two thrust levers)
- Arm switch (speedbrake lever)
- Thrust reverse switch (a reverse thrust lever)
- Air-ground (YSM).
Indication
Operation of the auto speedbrake system shows by the
position of the speedbrake lever on the P10 control
stand.
Fault indication shows by the advisory AUTO SPEEDBRAKE
on EICAS and the amber AUTO SPDBRK light on P5.

AUTO SPEEDBRAKE SYSTEM


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AUTO SPEEDBRAKE ELECTRICAL SCHEMATIC


Operation
A 28v dc motor-driven actuator extends and retracts the
speedbrakes.
Extend
The auto-speedbrake actuator moves to the full extend
position when the auto-speedbrake extend relay
energizes.
The extend relay energizes when the auto-speedbrake
air/gnd system 1 and 2 relays energize.
The auto-speedbrake air/gnd system 1 and 2 relays
energize when all of these conditions are correct:
- YSM shows the airplane is on the ground
- Thrust levers are < 8.5 degrees
- Speedbrake lever is armed or a reverse thrust
lever is at idle.
The YSM shows the airplane is on the ground when at
least two air/ground inputs show on ground and at least
one radio altimeter shows less than ten feet.
Retract
The auto-speedbrake actuator moves to the full retract
position when the retract relay energizes.
The retract relay energizes for one or more of these
conditions:
- A thrust lever moves forward
- An auto-speedbrake air/gnd sys relay deenergizes
- Speedbrake lever is less than the arm position,
and the reverse thrust levers are in the stowed
position.

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

Speedbrake Faults
These conditions cause the amber AUTO SPDBRK light on
P5 and AUTO SPEEDBRAKE EICAS (level C alert) message
when the speedbrake lever is in the arm position:
- Disagreement between system 1 and system 2 auto
speedbrake air/ground relays
- Left and right YSM auto-speedbrake invalid signals
are correct
- Auto-speedbrake extend and retract relays energize
or deenergize at the same time.
The auto-speedbrake light and message also show when
the actuator is not fully retracted, and the speedbrake
handle is in the down detent.

AUTO SPEEDBRAKE ELECTRICAL SCHEMATIC


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RUDDER CONTROLS AND INDICATORS


Trim Control and Indication
A trim control knob on the control stand operates the electric trim actuator on
the aft quadrant assembly. A trim indicator shows the trim actuator position in
units of trim.
Rudder Position Indication
The rudder position is displayed on the EICAS status page.
Yaw Damper Controls
The Yaw Damper system is controlled by two switches on the P5 overhead
panel. An ON light shows the switch position. An amber INOP light indicates
the yaw damper function is inoperative.
A three position yaw damper test switch on the P61 panel tests both Yaw
Damper systems.
EICAS Indications
A RUDDER RATIO amber light on the P5 overhead panel indicates the loss of
rudder ratio changer function.
EICAS advisory and maintenance messages indicate various levels of ratio
changer and yaw damper faults. Advisory messages indicate loss of function.
Maintenance messages indicate faults in the associated system.

TEST

YAW DAMPER

ON

ON

INOP

INOP

OVERHEAD PANEL (P5)

GND RPROX

C
INERTIAL REFERENCE

INOP

INOP

DUCT
LEAK

RUDDER
RATIO
OVERHEAD PANEL (P5)

TEST PANEL MODULE (P61)

RUDDER RATIO
R YAW DAMPER
L YAW DAMPER

PRIMARY DISPLAY
15

10

NOSE LEFT

AILERON

LEFT
WING
DOWN

0
UNITS

10

15

NOSE
LEFT
RIGHT
WING
DOWN

RUDDER RATIO
YAW DAMPER

NOSE RIGHT

NOSE
RIGHT

ECS/MSG PAGE

R
U
D
D
E
R

RUD

AIL/RUD TRIM CONTROL (P8)

AIL

ELEV

AIL

STATUS PAGE
EICAS DISPLAY UNIT (P2)

RUDDER CONTROLS AND INDICATORS


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RUDDER YAW CONTROL


Yaw Control
The function of the rudder system is to provide directional control and stability
around the vertical axis.
Pilot inputs via the rudder pedals drive a single cable run from the forward
quadrants located beneath the flight compartment floor to the aft quadrant at the
base of the vertical stabilizer.
Electrical control inputs at the aft quadrant are:
Rudder trim actuation by the flight compartment trim switch
Auto Pilot inputs from the flight control computers
Rudder control authority is varied in response to airspeed by the ratio changer
mechanism and actuator.
Two yaw damper servos each driven by a control module provide turn
coordination and protection against uncommanded yaw inputs.
The rudder is powered by three actuators, each served by a separate hydraulic
system. A surface position signal is developed by a transmitter which provides
position indication through the EICAS system to the flight compartment for
display on the status page only.

RUDDER YAW CONTROL


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RUDDER SYSTEM
Description
Two sets of adjustable rudder pedals mechanically drive a pair of forward half
quadrants. The quadrants are tied together by a bus rod to enable rudder
control by either set of pedals. The quadrants and linkages are located beneath
the flight compartment floor and accessed through the forward access door,
forward of the nose wheel well. A single pair of rudder control cables from the
forward quadrants run under the flight compartment floor, up the aft bulkhead of
the flight compartment, along the ceiling of the passenger compartment and
terminates at the aft quadrant in the base of the vertical stabilizer. The aft
quadrant assembly receives control inputs from the pilots' rudder pedals
through the cables, from the directional autopilot servos and from the electric
trim system. Output is through two control rods to the ratio changer assembly.

Yaw Damper Summing Lever Assembly


Sums ratio changer and yaw damper inputs to provide control input to rudder
actuators. Incorporates a pogo assembly, and a secondary control path
override. The assembly is mounted above the ratio changer and receives
inputs from the primary and secondary control path linkages, and from the yaw
damper servos. Two yaw damper servos receive inputs from control modules
and provide turn coordination and protection against uncommanded yaw inputs.
Position Transmitter
The rudder position transmitter is mounted just below the lower PCA. Rudder
surface movement drives a synchro-transmitter which provides a position signal
through the EICAS computers and is displayed on the status page.

Directional Autopilot Servos

Dispatch Deviation

Three directional autopilot servos receive control inputs from the flight control
computers and provide directional control in autoland mode only on final
approach and during runway rollout.

Flight Control Surface Indication INOP:

Trim Actuator/Feel And Centering Unit


One Trim Actuator mounted directly above the aft quadrant drives the rudder to
selected trim position by positioning the trim, feel and centering unit. The trim
actuator is driven by electrical trim signals from the flight compartment. A cam
and roller and springs provide feel force to rudder pedal input and the centering
force to return pedals to neutral when input is removed.
Rudder Ratio Changer
The rudder ratio changer is located directly above the aft quadrant and driven
by the aft quadrant output rods. The purpose is to vary the rudder control
authority as a function of airplane speed.
An electro hydraulic actuator, controlled by signals from control modules, drives
the ratio changer mechanism. Ratio changer output is through the primary and
secondary control paths.

Flight control surface indication may be INOP provided a visual flight


control check is accomplished prior to each departure.
Power Control Actuators
Three PCAs receive control valve inputs from the primary and secondary
control paths. Each actuator is powered by a separate single hydraulic system.

UPPER RUDDER PCA

C HYD SYS

MIDDLE RUDDER PCA

L HYD SYS

RUD

ELEV

AIL

LOWER RUDDER PCA

R HYD SYS

YAW DAMPER SUMMING


MECHANISM

AIL

LOWER EICAS DISPLAY (P2)


15

10

NOSE LEFT

AILERON

LEFT
WING
DOWN

UNITS

10

NOSE RIGHT

NOSE
LEFT
RIGHT
WING
DOWN

TEMPERATURE
COMPENSATION
LINKAGE

15

MAIN EQUIPMENT CENTER

NOSE
RIGHT
R
U
D
D
E
R

LT
YSM

SINGLE FCC

AIL/RUD CONTROL (P8)


PEDAL
ADJUSTMENT
CRANKS

RT
YSM

CAPTAIN'S
RUDDER
PEDALS

YAW DAMPER
SERVOS

RT
YSM

RUDDER
POSITION
TRANSMITTER

RATIO CHANGER
ACTUATOR

LT
YSM

PRIMARY
CONTROL ROD
SECONDARY
CONTROL ROD

TRIM ACTUATOR

RUDDER RATIO CHANGER


MECHANISM

FIRST OFFICER'S
RUDDER PEDALS

FWD

FORWARD
QUADRANT

FWD

TO NOSEWHEEL
STEERING

AFT QUADRANT
ASSEMBLY

DIRECTIONAL ROLLOUT
AUTOPILOT SERVOS (3)

RUDDER SYSTEM
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FEEL CENTERING AND TRIM MECHANISM

AUTO LAND
ONLY

FCC
(3)

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RUDDER TRIM SYSTEM


Trim Switch
Trim control is by a pilot operated trim switch located on the aft edge of the
center console (P8). The rotary switch is spring loaded to the neutral position.
The switch is part of the aileron/rudder trim control module and is powered by
28 volt dc from the left dc bus through a circuit breaker located on the p-11
panel. Rotation of the trim switch through the 5 degree position removes the
system ground. Rotation through the 15 degree position arms the trim motor
circuit. Rotation through the 25 degree position closes the control switch and
selects the extend (left rudder trim) or retract (right rudder trim) mode of
operation. There is a mechanical stop at the 30 degree position. Only one trim
rate exists and is not a function of the trim switch operation.
Trim Actuator
The rudder trim actuator is a linear actuator powered by a self contained dc
motor. The unit contains an electromagnetic brake to limit overrun. Internal limit
switches control actuator stroke. Positive mechanical stops prevent over travel
in the event of limit switch malfunction.
Power is applied by the trim switch and energizes the motor until the switch is
released or the limit switch is activated. The brake releases during motor
operation and resets by spring force when power is interrupted.
Trim Position Indicator
The rudder trim position indicator is powered by 28 volt ac from left AC bus and
controlled by a circuit breaker on the P-11 panel.
The signal to drive the trim indicator is generated by a gear driven RVDT
integral to the trim actuator. The transmitter signal drives a DC motor in the
receiver unit in the aileron/rudder trim control module to position the trim
indicator. The indicator registers 17 units of left or right rudder trim.
Nulling of the indicator is done with hydraulic power off and rudder trim to
neutral (rudder trailing edge within index groove and cam centered in detent). If
the indicator is not at zero, remove the aileron/rudder trim control module and
adjust it by rotating the adjusting screw on the aft face of the until the indicator
reads zero.

Note:

An inoperative rudder trim indicator does not affect the ability of


the rudder trim actuator to provide trim inputs to the rudder system.

15

10

NOSE LEFT

AILERON

RUDDER
TRIM
POSITION
(K17)

UNITS

10

15

NOSE RIGHT

NOSE
LEFT

NOSE
RIGHT
R
U
D
D
E
R

RIGHT
WING
DOWN

LEFT
WING
DOWN

28V AC
BUS L

POWER
SUPPLY

ZERO
ADJUST

FWD

INDICATOR ADJUSTMENT

PANEL 324 BL

TAPE
DRIVE

A
N83 RUDDER TRIM INDICATOR

TRIM
ACTUATOR

NOSE LEFT
25L

28V DC
BUS L

15L

RUDDER
TRIM
CONTROL
(K18)

P11 OVHD CB PANEL

A
LEFT (EXT)

5L

5R
15R

RIGHT (RET)

25R
NOSE RIGHT

M515 RUDDER TRIM ACTR

RUDDER TRIM SW (S3)


M74 AIL/RUD TRIM CONTROL MODULE (P8)

RUDDER TRIM SYSTEMS


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FWD

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RUDDER CHANGER OPERATION


General
The Ratio Changer System varies the amount of maximum rudder travel as a
function of airspeed. The system provides for constant rudder pedal response
over the entire airplane operating speed range. The Rudder Ratio Changer
Actuator (RRCA) is electro-hydraulic and is driven by two separate analog
channels.
Description
The ratio changer actuator, on the ratio changer mechanism, consists of an
unbalanced actuator with a solenoid valve, a bypass valve and an
Electro-Hydraulic Servo Valve (EHSV). The bypass valve, operated by the
solenoid valve, and the EHSV control left hydraulic system pressure to the ratio
changer actuator.
Ratio Changer Actuator Operation
When the ratio changer is inoperative, the solenoid valve is de-energized and
the bypass valve is spring loaded closed. In the closed position, the bypass
valve shuts off hydraulic pressure to the EHSV and the middle PCA. Left
hydraulic system pressure, if available, fully retracts the actuator to the low
speed position.
When the ratio changer system is in operation, the solenoid valve is energized
and opens the bypass valve providing pressure to the EHSV and the middle
PCA. As airspeed increases, signals are sent to the EHSV to increase pressure
to the extend side of the unbalanced actuator. As the actuator extends, it
positions the ratio changer mechanism to a high speed position.
Failure Conditions
Actuator faults, or ratio changer system failures causing loss of control,
de-energize the solenoid valve which closes the bypass valve. Left hydraulic
pressure moves the mechanism to the low speed position.

SER

-CAUTIONREMOVE THE FRONT PANEL


SLOWLY TO PREVENT DAMAGE
TO INTERNAL CABLE

MFR

A/S
MENU
YES

ON/OFF

TO MIDDLE POWER
CONTROL ACTUATOR

NO

YAW DAMPER/STABILIZER TRIM


MODULE (YSM)
P/N 285T1122SERIAL NUMBER
MOD A B C D
LEVEL
E F G H

L ADIRU

BYPASS
VALVE

LOGIC
CROSSFEED

LEFT HYD
SYS PRESS
SW

PRIMARY & SECONDARY


CONTROL PATHS

LEFT YSM

SOLENOID
VALVE

EHSV

RATIO
CHANGER
MECHANISM

LVDT

A/G SYS
1&2
RATIO
CHANGER
ACTUATOR
SER

-CAUTIONREMOVE THE FRONT PANEL


SLOWLY TO PREVENT DAMAGE
TO INTERNAL CABLE

MFR

L HYD
SYSTEM
MENU
YES

A/S
R ADIRU

ON/OFF
NO

YAW DAMPER/STABILIZER TRIM


MODULE (YSM)
P/N 285T1122SERIAL NUMBER
MOD A B C D
LEVEL
E F G H

LEGEND

RIGHT YSM

ELECTRICAL
MECHANICAL
HYDRAULIC

RATIO CHANGER OPERATION


B767-3S2F
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AFT QUADRANT
MECHANISM

EFF - ALL

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

RUDDER RATIO CHANGER MECHANISM


General Description
The purpose of the rudder ratio changer mechanism is to vary the rudder
authority (amount of control surface displaced into the airstream) from
commands by the rudder pedals, autopilot servos or rudder trim as a function of
airspeed. At low airspeed, the mechanism provides high authority to the rudder,
at high airspeed, the mechanism provides low authority to the rudder.
The ratio changer mechanism is located on the aft spar of the vertical stabilizer.
It is connected to the aft quadrant mechanism and the yaw damper summing
mechanism.

primary and secondary control rods. Maximum rudder authority is


approximately 26 degrees.
High Speed Position Operation
As the actuator extends, the bellcranks are rotated towards the torque tube
decreasing the radius of the primary and secondary control rods from the
rotational axis of the torque tube. This reduces the output from the aft quadrant
mechanism to the primary and secondary control rods. Maximum rudder
authority in the high speed position is approximately 2 degrees. Authority is
reduced incrementally as speed increases.
Ground Test

The ratio changer mechanism consists of an offset torque tube containing two
bearing mounted bellcranks. The end of the bellcranks are attached to the
primary and secondary control rods. The bellcranks are rotated on the torque
tube by the ratio changer actuator. The actuator is connected to the left
bellcrank and a bus rod interconnects the two bellcranks. A cartridge containing
two Linear Variable Differential Transformers (LVDT) is mounted on the ratio
changer mechanism structure at one end and connected to the right bellcrank at
the other end. A rig pin hole in each bell crank aligns with a rig pin hole in the
torque tube to allow adjustments.
Ratio Changer Operation
When the actuator is retracted, the bellcranks are rotated away from the torque
tube. Movement of the torque tube by the aft quadrant provides a maximum
input to the primary and secondary control rods. As the actuator extends, the
bellcranks are rotated towards the torque tube which decreases the movement
of the control rods.
If the ratio changer control system fails three springs drive the bellcranks away
from the torque tube ensuring full authority of the rudder control system.
Low Speed Position Operation
When the actuator is retracted the bellcranks are moved away from the torque
tube. This is the low speed position. In this position the ratio changer
mechanism can transmit a full input from the aft quadrant mechanism to the

A ground test positions the actuator to a 360 knots position for system
adjustment. In the test position, rig pin 6 can be inserted when the ratio changer
mechanism is properly rigged. The LVDT is adjusted to position the mechanism
for rig pin fit.

RIGHT
BELLCRANK

RIG PINS

ACTUATOR
LUG

LEFT
BELLCRANK

YAW DAMPER SUMMING MECHANISM


TEMPERATURE COMPENSATION LINKAGE

LVDT

PCA'S

CENTERING AND BIAS SPRING

OFFSET
TORQUE TUBE

YAW DAMPER SERVOS (2)


SUPPORT BEARING CRANK

ADJUSTING NUT
FWD
BUS ROD
(ADJUSTABLE)

RETURN SPRINGS(3)
RATIO CHANGER ACTUATOR

SECONDARY
CONTROL PATH

ACTUATOR EXTENDED
PRIMARY
CONTROL
ROD

RATIO CHANGER
ACTUATOR

ROTATIONAL AXIS

LOAD LIMITER
WITH CRUSH CORE

RUDDER RATIO
CHANGER LVDT
AFT QUADRANT
MECHANISM

TORQUE TUBE
SECONDARY
CONTROL ROD
ACTUATOR RETRACTED
AFT QUADRANT
MECHANISM

RATIO CHANGER MECHANISM


B767-3S2F
Page - 55

PRIMARY CONTROL
PATH

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TRAINING MANUAL
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RUDDER RATIO CHANGER MECHANISM

B767-3S2F
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

RUDDER YAW DAMPER SYSTEM


System Description
The yaw damper system provides automatic rudder control to improve airplane
ride quality, dampen gust loads on the vertical stabilizer, dampen undesirable
sideslip and roll (Dutch roll), and with any one autopilot engaged provide
coordinate turns.
The yaw damper system includes two Yaw Damper Stab Trim Modules (YSM)
each controlling a yaw damper servo actuator. The system uses inputs from the
Air Data Inertial Reference Computers (ADIRU), servo actuator LVDTs, modal
suppression accelerometers, and air/ground relays to command rudder
movement. Pressure switches in the left and center hydraulic systems input for
fault detection and indication.
Movements of the yaw damper servos are summed by a summing lever before
transfer to the yaw summing mechanism which commands the rudder. When
both yaw damper servos are operative in flight, maximum yaw damper input to
the rudder is approximately 6 degrees in each direction. When one servo is
operative, maximum rudder movement is approximately 3 degrees. The
maximum amount of rudder command available for yaw damping depends on
airspeed and the number of ADIRU supplying data.
Controls and Indications
Two yaw damper control switches are located on the yaw damper control panel.
The switches control engage power to the YSMs and to the yaw damper servo
actuators. When a system is inoperative or during test, an INOP amber light
illuminates in the switch and an advisory L (R) YAW DAMPER message
appears on EICAS.
CAUTION: WITH ANY HYDRAULIC SYSTEM POWERED THE RUDDER
WILL MOVE DURING THE TEST
YSM
The YSMs command rudder movement and monitor yaw damper for faults.
Failures are detected by automatic BITE and are stored in the module memory
for ground recall. Faults are recalled with YSM 6 button front face BITE.

YAW DAMPER
L
R
ON
INOP

ON

INOP

w
a

YAW DAMPER CONT PANEL (P5)

YAW DAMPER
TEST SWITCH
(P61)

YAWDMPR
L

R
SER

CSEU PWR SUPPLIES


1L AND 2L

S29 ADU CONTROL


PRESS SWITCH
(C HYD)

28V DC
STBY BUS
MENU

YES

TO PCA(S)

-CAUTION-

REMOVETHEFRONTPANEL
SLOWLYTOPREVENTDAMAGE
TOINTERNALCABLE

MFR

ON/OFF

NO

A
YAWDAMPER/STABILIZERTRIM
MODULE(YSM)
P/N285T1122SERIALNUMBER
MOD
LEVEL

A
E

B
F

C
G

D
H

L YSM
SER

28V DC
R DC BUS

-CAUTION-

INTERNAL
LVDT
MENU

YES

AIR/GND SYS

S27 ACMP CONTROL


PRESS SWITCH
(L HYD)

ON/OFF

NO

P/N285T1122SERIALNUMBER

MOD
LEVEL

A
E

B
F

C
G

D
H

R YSM

Page - 57

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EHSV

FWD

L HYD

RUDDER YAW DAMPER SYSTEM


B767-3S2F

TO RUDDER
RATIO
CHANGER

YAWDAMPER/STABILIZERTRIM
MODULE(YSM)

CSEU PWR SUPPLIES


1R AND 2R

RUDDER SUMMING
LINKAGE ASSY
YAW DAMPER SERVOS
SUMMING LEVER

REMOVETHEFRONTPANEL
SLOWLYTOPREVENTDAMAGE
TOINTERNALCABLE

MFR

ADIRU L, C, R

MODAL SUPPRESSION
ACCELEROMETERS
(AFT OF CARGO COMP)

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

C HYD

B767-3S2F
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

ELEVATOR GENERAL DESCRIPTION


General Description
The elevator control system gives primary control of the airplane around its pitch
axis. The elevators change pitch attitude for climb, descend, and altitude hold.
Control
The elevator control system has two equivalent systems in parallel. The
captains control column supplies inputs to the left elevator PCA through the left
aft quadrant. The first officers control column supplies inputs to the right
elevator PCA through the right aft quadrant. The two control systems connect
through override mechanisms at the control columns and aft quadrants.
The autopilot system gives automatic elevator control. The autopilot servos
move the aft quadrant assemblies through rods and cranks. The left and center
autopilot servos move the left aft quadrant. The right autopilot servo moves the
right aft quadrant.
The feel and centering unit gives control column feel. The elevator feel
computer changes the feel at the column as a function of airspeed. The
airspeed is from the pitot system.
A stick nudger command from the stall warning computers moves the elevators
and the control columns to cause a nose down attitude of the airplane.
The slave cable system lets the movement of one elevator make a control input
into the opposite elevator PCA. This gives elevator asymmetry protection if the
PCA on one side disconnect from the aft quadrant.
Forward Controls
The two control column torque tubes connect together by a control column
override mechanism. A stick shaker is on each torque tube. The torque tubes
connect to the tension regulator quadrants. Two pairs of cables connect the
tension regulator quadrants to the aft quadrants. The left cables (captain control
column) go between the cabin floor beams and connect to the left aft quadrant.
The right cables (first officer control column) go up in the flight compartment
bulkhead and then in the cabin ceiling and connect to the right aft

quadrant. The aft quadrant torque tubes are aft of the horizontal stabilizer. An
interconnect rod connects the two aft torque tubes at the override mechanisms.
Three elevator autopilot servos are on the aft fuselage structure and connect to
the two aft quadrants by rods. Two servos connect to the left aft quadrant and
one servo connects to the right aft quadrant.
A feel computer, in the stabilizer compartment, makes dual hydraulic pressures
that change as a function of airspeed and stabilizer position. This variable
hydraulic pressure goes to the feel actuator on the feel and centering unit and
also to the stabilizer trim control modules (STCM).
A feel and centering unit connects by rods to the two aft quadrant torque tubes.
The feel and centering unit has a dual hydraulic actuator supplied with variable
pressure from the elevator feel computer. A cam roller spring mechanism and
hydraulic feel pressure move the elevator system to center.
A stick nudger is on the feel and centering unit.
An override mechanism is on the upper aft fuselage structure. The override
mechanism gives a neutral position for the feel and centering unit. The aft
quadrants output connect by rods to all three PCAs on each outboard elevator.
The movement of the elevators moves a slave cable through lost motions and
overrides. Position transmitters connect by cranks and linkages to each inboard
elevator to give elevator position to the EICAS computers.
Operation
The elevator control system has two equal systems that operate in parallel.
Usually, the two systems operate together. A break-out of the override
mechanisms lets the captain column operate the left elevator and the first officer
column operate the right elevator independently. In the command mode of the
autopilot, the FCC give commands for elevator movement and cause a
backdrive of the control columns. Feel force at the control columns changes by
the feel computer as a function of airspeed and stabilizer position. The override
mechanism lets the elevator system operate if there is a jam in the feel and
centering mechanism. The slave cable system gives an alternate means to
control one elevator if the linkage disconnects between the aft quadrant torque
tube and the PCA. Dual stick shakers give stall warning. A stick nudger on the
feel and centering unit gives a forward force to the control columns for stall
recovery. Two stall warning computers control the shakers and nudger.

FLIGHT
CONTROL
COMPUTERS

CONTROL
COLUMN (2)

FLIGHT DECK
INDICATION

AUTOPILOT
SERVO
AUTOPILOT
SERVO

AUTOPILOT
SERVO

LEFT AFT
QUADRANT

RIGHT AFT
QUADRANT

POSITION
XMTR (2)
B

PCA (3)
RIGHT ELEVATOR
SLAVE CABLE
INTERCONNECT

STALL
WARNING

STABILIZER

STICK
NUDGER

NEUTRAL
SHIFT

FEEL AND
CENTERING
UNIT

SLAVE
CABLES

DUAL FEEL
ACTUATOR

SLAVE CABLE
INTERCONNECT

ELEVATOR
FEEL
COMPUTER
PNEUMATIC
HYDRAULIC
MECHANICAL
ELECTRICAL

HYDRAULIC
SYSTEM L

PITOT
TUBE (2)

ELEVATOR GENERAL DESCRIPTION


B767-3S2F
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

PCA (3)
LEFT ELEVATOR

HYDRAULIC
SYSTEM C

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

ELEVATOR CONTROL SCHEMATIC


Dual Path Controls
The elevator control system consists of two equal systems in parallel.
The captain control column is hard connected to power control actuator (PCA)
input levers to the left outboard elevator.
The first officers control column is hard connected to PCA input levers to the
right outboard elevator.
The left and right elevator control systems are interconnected through override
mechanisms at the control columns and the elevator aft quadrants in the tail
compartment just forward of the APU.
The outboard elevators are connected to each other by slave cable
interconnects.
The captain's and first officers' elevator systems have equal authority.
The two systems will normally act together as one system because of
interconnection through override mechanisms.
One system will control independent of the other (after override) if one system is
immobilized.
One system is sufficient to control the airplane.
The inboard and outboard elevators are even (faired) and a mach trim system is
provided and used.

CONTROL
COLUMNS
OVERRIDE
MECHANISM

CAPTAIN
CONTROL
COLUMN

FIRST OFFICER
CONTROL COLUMN

TENSION
REGULATOR
QUADRANT
(2)

ELEVATOR
FEEL
COMPUTER

FEEL AND
CENTERING
UNIT

OVERRIDE
MECHANISM
STICK
NUDGER

HORIZONTAL
STABILIZER

ELEVATOR A/P
SERVO (3)
AFT QUADRANT
INTERCONNECT
ROD
SLAVE
CABLE
INTERCONNECT

STICK
SHAKER
(2)
SLAVE CABLE
CENTER LINE OF
QUADRANT
STABILIZER REAR
(2)
SPAR HINGES

LEFT AFT QUADRANT


OUTPUT ARM
CONTROL ROD

LOST MOTION AND


OVERRIDE DEVICE
(2)

PCA (3 ON EACH
OUTBOARD ELEVATOR)
FWD

LEFT OUTBOARD
ELEVATOR
(RIGHT SIDE
SIMILAR)

LEFT INBOARD
ELEVATOR
(RIGHT SIDE
SIMILAR)

OUTBD

ELEVATOR CONTROL SCHEMATIC


B767-3S2F
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TRAINING MANUAL
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AFT QUADRANTS
OVERRIDE
MECHANISM
LEFT AFT
QUADRANT
TORQUE TUBE

POSITION
TRANSMITTER
(2)
RIGHT AFT
QUADRANT
OUTPUT ARM
CONTROL ROD

RIGHT AFT
QUADRANT
TORQUE TUBE

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

ELEVATOR FEEL FORCE SYSTEM


General Description
The two control columns have their torque tubes connected together by a
control column override mechanism. A stick shaker is installed on each torque
tube. The torque tubes output to the tension regulator quadrants.
Two pairs of cables are connected to the tension regulator quadrants. The left
cables (captain's control column) are routed between the cabin floor beams to
the aft fuselage; the right cables (first officer's control column) are routed up in
the flight deck bulkhead and then in the cabin ceiling. The left cables are
connected to the left aft quadrant (captain's) and the right cables to the right aft
quadrant (first officer's). The aft quadrant torque tubes pivot on the airplane
structure. They are located directly aft of the horizontal stabilizer. The two aft
quadrants are interconnected by a rod and an override mechanism.
Three autopilot servos are mounted on the aft fuselage structure and input to
the two aft quadrants by connecting rods. Two servos input to the left aft
quadrant and one to the right aft quadrant.
Feel and Centering Unit
A feel and centering unit, pivoted on the aft fuselage structure, is connected by
rods to both aft quadrant torque tubes. The feel and centering unit contains a
dual hydraulic actuator supplied with variable pressure from the elevator feel
computer. A cam roller spring mechanism and hydraulic pressure provide for
centering of the elevator system. A stick nudger is installed on the feel and
centering unit.
Elevator Feel Computer
A feel computer, installed in the stabilizer compartment, generates dual
hydraulic pressures which vary as a function of airspeed and stabilizer position.
This variable hydraulic pressure is supplied to the feel cylinder of the feel and
centering unit and to the stabilizer trim control modules
Override Mechanism
An override mechanism is installed on the upper aft fuselage structure.

Elevator Controls
The aft quadrants output by connecting rods to all three power control actuators
(PCAs) on each outboard elevator.
Slave Cable Interconnect
The movement of the elevators drives a slave cable interconnect through lost
motions and overrides.
Position Transmitters
Position transmitters are connected by cranks and linkages to each inboard
elevator to provide elevator position signals to the EICAS computers.

2 CONNECTIONS ON THIS SCHEMATIC

B CONNECTIONS TO STABILIZER TRIM


CONTROL MODULE (STCM)

ELEVATOR
FEEL COMPUTER

STABILIZER
FWD
PITOT
SYSTEM

FLT CONTROLS
HYD DISTR LFT
RELIEF
VALVE

ELEV FEEL (S,M)

PITOT PRESSURE

BELLOWS

BELLOWS

STATIC

RELIEF
VALVE
STATIC
SOURCE

SOURCE

RUD

FLT CONTROLS
HYD DISTR CTR

PITOT
SYSTEM

APL
APL
NOSE UP NOSE UP

BIAS
SPRING

AIL ELEV AIL

EICAS DISPLAY
(P2) STATUS
AND MAINTENANCE
PAGES)

CENTERING
SPRING

F/O
INPUT

S1

S2

LEGEND
PRESSURE L/R EICAS
COMPTR (E8)
RETURN
METERED PRESSURE
1

2
ELEVATOR FEEL COMPUTER

- PRESSURE DIFF (>25%)


- L, C, R HYD SYS PRESSURIZED
- 30 SEC TD

ELEVATOR FEEL FORCE SYSTEM


B767-3S2F
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CAPT
INPUT

EFF - ALL

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

FEEL
ACTUATOR

ELEV FEEL AND


CENTERING UNIT

TIES
AND
LINKS

B767-3S2F
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

STALL WARNING SYSTEM COMPONENTS


Stick Shakers
Captain's and first officer's stick shakers are located on the elevator torque tube
sections under the flight compartment floor. Shakers are accessible from the
access door forward of the nose wheel well.
Stick Nudger
A single stick nudger actuator, located on the elevator feel and centering unit
provides a column forward force by repositioning the feel and centering unit
input levers.
Stall Warning Computers
The left and right stall warning computers are located in the warning electronics
unit (P51 panel) accessible from the main equipment area.
Test Panel
Left and right stall warning test switches are located on the P61 side panel.
Each switch is a momentary toggle switch for testing a stall warning system.
Interfacing System Components:

Center and right Flap/Stabilizer Position Modules (P50)


Proximity Switch Electronic Unit (E1-2)
Flap/Slat Electronic Unit (E2-4)
Air Data Inertial Reference Units (E2-6)
Spoiler Control Modules 2L and 1R (E1-1), (E2-1)
Air ground relays (controlled by the PSEU) (P36/P37 panels)

STALL

MISC TEST
PANEL

ELEVATOR
TORQUE
TUBES

P61 RIGHT SIDE PANEL

P50

FLAP/STAB
POSITION
MODULES
(FSPM)

COLUMN SHAKER (2)


STALL
WARNING
COMPUTERS

ELECTRICAL SYSTEM
CARD FILE (P50)

STICK NUDGER ACTUATOR

WEU BITE
MODULE

WARNING ELECTRONIC
UNIT (WEU) (P51)
AFT ELEVATOR CONTROL CENTER

STALL WARNING SYSTEM COMPONENTS


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TRAINING MANUAL
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B767-3S2F
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

STALL WARNING COMPUTER


Purpose
Each of the dual digital stall warning computers (SWC) is powered by dual
power supplies in the warning electronic unit (WEU). The SWC's calculate data
required for stick shaker and stick nudger operation and provide inputs to the
electronic flight instrument system (EFIS) and enhanced ground proximity
warning computer (EGPWC) for operation of the windshear detection and
guidance system.
Input/Output
Stick shaker: Each SWC computes two angle of attacks (AOA) to compare for
activation of the stick shaker discrete. The indicated AOA from the air data
computer (ADC) is modified by pitch rate from the inertial reference system
(IRS) and true airspeed (TAS) from the ADC to compute a corrected AOA. A
shaker AOA, calculated from static flap and slat position (slat motion uses the
most retracted position), is modified by mach and computed air speed (CAS)
inputs to determine an upper limit for the shaker AOA. If shaker AOA is
exceeded by the corrected AOA the SWC will activate the stick shaker output
discrete. Each stick shaker is operated by a 28 volt dc motor. The left shaker is
operated by the left SWC and the right shaker is operated by the right SWC to
provide redundant stall warning indications. The shakers are automatically
activated only in the air mode. Test switches (P61) provide for individual testing
of each shaker motor on the ground.
Stick nudger: A 28 volt dc motor operated actuator, mounted on the elevator
feel unit, is controlled by two relays each operated by one of the SWC's.
Actuator extension will result in forward pressure on the control columns to
reduce the AOA. Each SWC compares the corrected AOA (also used for
shaker operation) with a trip value based on current mach (M) input.
Nudger operation also requires air mode with both the flaps and slats retracted.
The control column will remain in a pushed forward position for the duration of
the nudger output discrete.
The stick nudger system can be tested by simultaneously activating both the left
and right stall warning test switches with the airplane in the ground mode and
flaps and slats retracted. The control columns should move forward and remain
until either switch is released.

Windshear Guidance and Detection System


The SWC's provide inputs to the electronic flight indication system (EFIS) and
ground proximity warning computer (GPWC) for windshear detection and
guidance indications. The use of dynamic inputs such as pitch rate, mach and
airspeed as well as static flap/slat configuration enables the SWC to compute
an upper limit for the shaker AOA which permits an increased maneuver margin
for the airplane to recover from windshear conditions without encountering
premature stick shaker warnings. Data words are provided to the EFIS for
display of the shaker AOA as a pitch limit indication and for a speed tape display
indicating stall speed for the wing configuration. (Additional operating and limit
speeds not associated with windshear detection are also provided EFIS by the
SWC's.) Shaker AOA, corrected AOA and flap position are input by the SWC's
to the GPWC for use in computation of windshear detection and annunciation.
(GPWC also uses self generated pitch rate/angle, roll attitude and vertical
speed and ADC input true airspeed and computed airspeed in the windshear
computation.) Windshear warning is red lights, red message on EFIS, siren and
voice annunciation.
BITE
A warning electronics unit (WEU) built-in-test (BITE) module provides
continuous monitoring of the SWC's, WEU power supplies and interfacing
component inputs. Faults are annunciated by a WARN ELEX status/
maintenance message.

28V DC
STBY BUS
STICK SHAKER

STALL TEST SW

FLAP/STAB
POSITION
MODULE (FSPM)
FLAPS/SLATS
ELECTRONIC
UNIT (FSEU)

STICK SHAKER

PROXIMITY SW
ELECTRONICS
UNIT (PSEU)

STALL
WARNING
COMPUTER
(SWC)

SPOILER CONT
MODULE (SCM)

GND PROXIMITY
WARN COMPUTER
(GPWC)

INERTIAL
DATA
(ADIRU)

Large Display
System

POWER SUPPLY
MODULES (PSM)
AIR DATA
(ADIRU)
AIR/GND
RELAYS

WEU BITE
DISPLAY
MODULE

STALL WARNING COMPUTERS


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B767-3S2F
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STALL WARNING COMPUTER BITE


Purpose
The warning electronic unit (WEU) built-in-test (BITE) module is located in the
P51 panel below the stall warning computers (SWC). It is a printed circuit board
equipped with faultballs for WEU power supplies A and B, a power reset switch
and two pairs of indicators to display fault codes. Alphanumeric codes are
displayed for SWC circuit board faults (on board fault), stall warning system
interface anomalies, airplane configuration/options, and software version.
Power-Up
On power up the SWC's initiate a self test of output drivers, input discrete
components, decoders and BITE memories. If a fault or anomaly is detected
WARN ELEX status/maintenance messages will be displayed on EICAS, and
the appropriate alphanumeric fault code will be displayed on the BITE module.
The fault code will be cleared only by a good power up test. If no faults are
detected ON power-up, no messages will appear, and the BITE will contain the
airplane configuration and option code.
Continuous Monitoring
Continuous monitoring tests determine circuit board operational capability on a
non-operational interference basis. Any on board faults preventing stick shaker,
stick nudger and angle of attack (AOA) outputs or interface anomalies such as
loss of voltage at the stick shaker and air data inertial reference unit (ADIRU)
AOA input will cause the status/maintenance messages WARN ELEX to
annunciate. Faults detected during continuous monitoring are not latched and
will clear with the fault. An opposite channel (other SWC) failure can also cause
a failure code to appear on the good SWC.
BITE Test
Activation of the appropriate STALL test switch on the miscellaneous test panel
(P61), in the ground mode only, will cause the associated SWC to verify the air/
ground discrete and the ADIRU AOA input and then conduct the stall warning
BITE test. During this test (approximately 10 seconds), the WARN ELEX
messages will be displayed and all segments of the BITE indicators will
illuminate. All computer functions, except RAM/ROM memories and all
interface components are tested. In addition the associated column shaker will

operate and the pitch limit indicator (PLI) will position at ten degrees on the
EADI. If installed the stall speed portion of the speed tape will display. If no
faults or anomalies are detected a software code will display for one second
then the configuration and option code will be displayed and the associated
stick shaker will operate until the test switch is released. The other SWC will
display code D9 during the test.
If faults exist the BITE will display the software code, then each fault code for 1
to 3 seconds in order of priority, with the highest priority fault remaining.
Interface anomaly faults will not be displayed if an on board (SWC) fault exists.
When a fault is detected the WARN ELEX messages remains after test switch
release. The stick shaker will not be activated.
CAUTION: IF BOTH TEST SWITCHES ARE ACTIVATED, WITH NO FAULTS,
ANY HYDRAULIC SYSTEM PRESSURIZED AND THE FLAPS/
SLATS RETRACTED, THE STICK NUDGER WILL CAUSE THE
ELEVATORS TO MOVE.

PITCH
LIMIT
INDICATOR

SPD
A/T

SPEED
TAPE
DISPLAY

180

G/S
FLARE

LOC
ROLLOUT CMD

160

140

SHAKER
SPEED

120

DH100

.730

150

GS
170

TEST

EADI DISPLAY (TYPICAL)


L

POWER
SUPPLY B
FAULTBALL

RESET SWITCH

LEFT STALL

RIGHT STALL

MISC TEST PANEL (P61)

RIGHT STALL
WARNING
COMPUTER

LEFT SWC FAULT RIGHT SWC FAULT


INDICATORS
INDICATORS

WARNING ELECTRONICS UNIT


(WEU) (P51)

STALL WARNING COMPUTER BITE


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LEFT STALL
WARNING
COMPUTER

POWER SUPPLY STATUS

B767-3S2F

STALL

POWER
SUPPLY A
FAULTBALL

TRAINING MANUAL
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STABILIZER CONTROLS AND INDICATORS


Stabilizer Trim Switches
Electrically signals the stabilizer to trim in the desired direction when
simultaneously pushed.
Alternate Stabilizer Trim Switches
Electrically signals the stabilizer to trim in the desired direction when
simultaneously pushed.
Stabilizer Trim Indicator
Indicates stabilizer position in UNITS of trim. Green band indicates allowable
TAKEOFF setting. OFF FLAG appears if trim indicator is INOP.
Stabilizer Trim Cutout Switches
NORM position allows hydraulic power to the stabilizer trim.
CUTOUT position shuts off respective hydraulic system power to the stabilizer
trim.
STAB TRIM Light
Illuminates when stabilizer is trimming at half the signaled rate.
UNSCHED STAB TRIM Light
Illuminates if the stabilizer moves opposite to elevator during autopilot
operations or during uncommanded stabilizer movement when autopilot is
disconnected.

MANUAL ELECTRIC
TRIM SWITCHES

STAB
TRIM

P5 OVERHEAD PANEL
- ANNUNCIATOR
PANEL

UNSCHED STAB TRIM (B)


STAB TRIM (C)

UNSCHED
STAB TRIM

FCC SWITCHES

UPPER EICAS DISPLAY


STAB TRIM (M)

CONTROL COLUMN
CUTOUT SWITCHES

LOWER EICAS DISPLAY

ALTERNATE
ELECTRIC
TRIM
SWITCHES

APL
NOSE
DN
S
T
A
B
T
R
I
M
APL
NOSE
UP

HYDRAULIC
CUTOUT
SWITCHES

POSITION
INDICATOR

CONTROL STAND
P10

POSITION
INDICATOR

SER

-CAUTION-

REMOVE THE FRONT PANEL


SLOWLY TO PREVENT DAMAGE
TO INTERNAL CABLE

MFR

2
4
6
8
10
12
MENU

ON/OFF

14

STABILIZER POSITION
INDICATOR (2) (P10)

YES

NO

YAW DAMPER/STABILIZER TRIM


MODULE (YSM)
P/N 285T1122SERIAL NUMBER
MOD
LEVEL

A
E

B
F

C D
G H

YSM (2)

STABILIZER CONTROLS AND INDICATORS


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STABILIZER TRIM BLOCK DIAGRAM


Manual Electric Trim System
The control wheel stabilizer trim control switches provide up or down ARM and
CONTROL signals to the two yaw damp / stabilizer trim modules (YSM). The
YSMs provide up or down ARM and CONTROL signals to solenoids on the
stabilizer trim control modules (STCM). ARM AND CONTROL hydraulic valves
function in series and allow hydraulic flow to the two hydraulic motors and two
hydraulically released brakes on the stabilizer trim ball screw actuator
assembly. Two hydraulic cutout switches provide electrical power to the STCM
shutoff valve motors, isolating hydraulic power from the control modules.
Hydraulic inputs from the elevator feel computers control the rate of stabilizer
trim. The left and right limit switch and position transmitter modules provide
position feedback through Flap/Stabilizer Position Modules (FSPM) in the P50,
to the Flight Control Computers (FCC). The Position and Limit Switch Modules
also drive the flight compartment position indicators, and limit stabilizer travel by
cam actuated micro-switches which break the ARM electrical paths from the
YSM to the STCM. Column operated cutout switches also break the electrical
ARM paths from the YSM to the STCM when the control columns are moved in
a direction opposing stabilizer trim.
Autopilot Trim System (Autotrim)
One of three Flight Control Computers ( FCC ) provide autopilot input signals to
the YSM to trim the stabilizer based on elevator out of neutral position, using
only 1 motor (half speed). The function of the YSM, the STCM, the stabilizer
trim ballscrew actuator assembly and the limit switch and position transmitter
modules is identical to the manual electric system described above.
Alternate Electric Trim System
Two alternate trim switches provide ARM and CONTROL commands directly to
solenoids inside the STCM. The SCTM'S provide hydraulic pressure to release
the hydraulic brakes and drive the hydraulic motors to trim the stabilizer.
Mach Trim System
One of two YSM will automatically trim the stabilizer according to airspeed
signals from the Air Data Inertial Reference Units (ADIRU), located on shelves
E1-3 and E2-3 in the main electronic compartment. The

flap/stabilizer position modules, located in the P-50 card file, signal the YSM for
mach (flaps retracted) trim selection. Air/ground logic from the air/ground relays
inhibits mach trim on the ground. Any autopilot engagement also inhibits mach
trim.
Stabilizer Trim Fault Indication System
The YSM control the logic associated with flight compartment amber
annunciation the P5 pilot's overhead panel and the readout on EICAS. The
YSM can record Existing Faults on the status of various system LRUS.

HYDRAULICS
(L/C)
A POSITION
INDICATORS
STAB
TRIM
UNSCHED
STAB TRIM

ELEV FEEL
COMPUTER

P5 PANEL
MANUAL ELECTRIC
TRIM COMMANDS

HYDRAULIC
RELEASED
BRAKE (2) BALL SCREW
ACTUATOR
ASSY

EICAS COMPUTERS

STABILIZER
HYDRAULIC
MOTOR (2)

ADIRU (2)
COLUMN
CUTOUT
SWITCHES A

STCM (2)

FCC (3)

YSM (2)
FSPM (3)

LIMIT SWITCH AND


POSITION TRANSMITTER
MODULE (3)

STABILIZER TRIM BLOCK DIAGRAM


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STABILIZER TRIM CONTROL MODULE (STCM)


Operation
The STCM receive electric command inputs to control the porting of hydraulic
fluid to the stabilizer trim ballscrew actuator assembly hydraulic motors and
hydraulically released brakes.
Location And Access
There are two interchangeable STCM (right and left) mounted on the bulkhead
above the stabilizer ballscrew actuator assembly. Access to the STCM is
through the stabilizer service access door.
Components
There are seven hydraulic ports and four electrical connectors on each STCM.
There is a cleanable 100 micron in-line filter screen in the system pressure port.
There are four dual coil solenoid valve assemblies for nose up and nose down
ARM and CONTROL electrical inputs on each STCM. A pressure switch set at
750 to 1000 psi signals pressure to the hydraulically released brakes for use by
the digital stabilizer trim and aileron lockout modules (YSM). A 28 volt DC
motor operated shutoff valve, with manual override, controlled by the flight
compartment hydraulic cutout switches, is located on each STCM. Each STCM
has a manually operated bypass valve to test the brake reaction torque. The
test is performed by pressing a button protruding from the outside of the
module.
Maintenance Practices
Several of the components mounted on the two STCM are line replaceable
units. These include the four dual coil solenoid valves; the motor operated
hydraulic shutoff valve; the brake bypass test switch assembly, and the
hydraulic pressure switch assembly.

APL NOSE
DOWN PORT

ARM NOSE DOWN


SOLENOID
ARM NOSE UP
SOLENOID
CONTROL NOSE
DOWN SOLENOID
CONTROL NOSE
UP SOLENOID
APL NOSE
UP PORT
BRAKE
RELEASE
PORT

STABILIZER AFT COMPONENTS

PRESSURE
SWITCH

RETURN
PORT

FWD
MOTOR-OPERATED
SHUTOFF VALVE
(MANUAL OVERRIDE
NOT SHOWN)

STABILIZER TRIM CONTROL MODULE (STCM)


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BRAKE
BYPASS
BUTTON

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STABILIZER HYDRAULIC CUTOUT SWITCHES


General Description
The hydraulic cutout switches control power to the hydraulic shutoff valves on
the STCMs. The valves stop hydraulic flow through the STCMs for maintenance
or in a runaway trim condition.
Cutout Switches and Shutoff Valves
Two guarded cutout switches are on the top left side of the control stand. The
shutoff valves on the lower side of each STCM operate by 28v dc electric
motors.
Operation
The left switch controls the shutoff valve on the left STCM. The right switch
controls the valve on the right STCM.
When the guard is down, the switches are in the NORM position, and the shutoff
valves are open. You put the cutout switches in the CUTOUT position to close
the shutoff valves.
Maintenance Practices
Access to the switch wiring is by removal of the fuel control panel.
The hydraulic cutout switches also do functional tests of the stabilizer trim
system. When the two cutout switches are in the CUTOUT position, hydraulic
power to the STCMs stops, and the stabilizer operation disables. When only
one cutout switch is in the CUTOUT position, the stabilizer operates at half
speed because only one hydraulic motor can move.

STABILIZER HYDRAULIC
CUTOUT SWITCHES

HYD SHUTOFF
VALVE (SOV)

CUT
OUT
28V DC
STBY

CLOSE

NORM
C STAB TRIM

OPEN

CUT
OUT
28V DC
STBY

SOV
R STAB TRIM CONTROL MODULE

NORM
L STAB TRIM

CLOSE

NORM
CUT
OUT
L

OPEN

C
STAB TRIM

SOV
L STAB TRIM CONTROL MODULE

STABILIZER HYDRAULIC CUTOUT SWITCHES


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STAB TRIM LIMIT SWITCH AND POSITION TRANSMITTER


MODULES
General
Each module contains four cam actuated micro-switches, one synchro, and one
Rotary Variable Displacement Transducer (RVDT). Although all three modules
are identical and interchangeable, each services different functions as
determined by the wiring of the electrical connectors.
Limit Switches

Operation
A drum connected by a cable to the stabilizer drives each stabilizer trim limit
switch and position transmitter module. As the stabilizer moves, the cables
drive the drum which rotate the module input shaft.
Maintenance Practices
Access to the stabilizer trim and position transmitter modules is by opening the
access door to the stabilizer compartment.

These switches will interrupt the electrical trim signal to the hydraulic Stabilizer
Trim Control Modules (STCM) solenoids, providing the limits for electrical
stabilizer trim.

The three modules are line replaceable units and are interchangeable. No field
adjustment is required on the modules. Each module is replaced without
disturbing the cable drive system. The module spline shaft has a missing tooth
which is aligned with the missing tooth of the splined drum.

The up limit switch will open at 1.5 units (flaps down) or 0.5 units (flaps up)
of trim.
The down limit switch will open at 13 units (300) of trim.

The cables are rigged with the stabilizer set to a specific position and the drums
positioned by rig pins.

Greenband Switch
The switch provides a signal (switch closed) to the configuration warning card
when the stabilizer is within the takeoff trim limits. Outside of these limits, the
switch will open and the appropriate configuration warning will be annunciated if
the plane is in a Takeoff configuration.
0.25 to 7.0 units of trim is available.
RVDT
The RVDT sends an AC voltage signal, corresponding to stabilizer position, to
the flap/stabilizer position module (FSPM) in the P-50 card file for conversion to
a usable DC signal for various digital user systems.
Synchro
The synchro signals stabilizer position to the flight compartment position
indicators and the Flight Data Recorder.

STABILIZER
PIVOT POINT
STABILIZER
CENTER
SECTION

STABILIZER TRIM
CONTROL MODULES
HYDRAULIC
BRAKES (2)

STABILIZER TRIM
CONTROL MODULES

STABILIZER TRIM
BALLSCREW ACTUATOR
ASSEMBLY
HYDRAULIC
MOTORS (2)

LIMIT SWITCH AND


POSITION TRANSMITTER
MODULES (3)

STABILIZER TRIM
BALLSCREW ACTUATOR
ASSEMBLY

L
COMPONENT

C
FUNCTION

COMPONENT FUNCTION

COMPONENT FUNCTION

SWITCH 1

UP LIMIT

SWITCH 1

NOT USED

SWITCH 1

UP LIMIT

SWITCH 2

UP LIMIT

SWITCH 2

NOT USED

SWITCH 2

UP LIMIT

SWITCH 3

NOT USED

SWITCH 3

DOWN LIMIT

SWITCH 4

GREEN
BAND

SWITCH 4

NOT USED

SWITCH 3

DOWN LIMIT
NOT USED

SWITCH 4
RVDT

FSPM ( L)

SYNCHRO

CAPT IND &


FLT DATA REC

RVDT
SYNCHRO

ELECTRICAL
CONNECTOR

STABILIZER
TORQUE BOX

FSPM (C)
NOT USED

ELECTRICAL
CONNECTOR

RVDT

FSPM (R)

SYNCHRO

F/O
INDICATOR

FWD

ELECTRICAL
CONNECTOR

LIMIT SWITCH AND


POSITION TRANSMITTER
MODULE (3)
(VIEW LOOKING FORWARD)

STAB TRIM LIMIT SWITCH AND POSITION TRANSMITTER MODULES


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LIMIT SWITCH
AND POSITION
TRANSMITTER
MODULES (3)

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HIGH LIFT DEVICES


Introduction
The high lift devices include the trailing edge flaps and leading edge slats
systems. The high lift devices are extended to improve wing lift and drag
characteristics for takeoff and landing operations and to provide increased stall
operating margins.
There are four trailing edge flaps which have six operating positions. The
inboard flaps have main and aft sections and are double slotted when fully
extended. The outboard flaps have one section and are always single slotted
when extended.
There are twelve leading edge slats which have three operating positions. A
krueger flap, extending from the bottom of the wing, operates with the inboard
leading edge slats.
Operation
The leading edge slat and trailing edge flap systems are usually operated
together by the flap control lever. The trailing edge flaps are operated by one
drive system and power drive unit (PDU) with two rotary actuators at each flap.
The leading edge slat system has separate drives for the inboard and outboard
devices with the two inboard slats operated by one drive and PDU, and the ten
outboard slats operated by another drive and PDU. There are two rotary
actuators at each slat.
A flap/slat electronic unit (FSEU) provides position indication, failure protection
and control functions. A flap/slat shutoff valve module is controlled by the FSEU
to sequence flap and slat operation. The FSEU also provides separate flap and
slat alternate operation for non-normal high lift systems operation.
High Lift Configurations
The flaps and slats are controlled by the flap control lever during primary
(hydraulic motor) operation and by the alternate flap selector and arm switches
during alternate (electric motor) operation. Alternate operation is about six
times slower than normal operation. The flap lever and alternate position
selector switch have positions showing units of trailing edge flap extension. The
trailing edge flaps are retracted at both the up and one positions of the lever or

switch. The leading edge slats have three positions of retracted (up),
intermediate (takeoff/sealed), extended (landing/gapped) and operate between
lever, or switch, positions of up to one and 20 to 25.
The inboard and outboard flaps and inboard and outboard slats have different
degrees of extension at each position. The inboard and outboard slats have
different operating times due to large differences in the amount of extension at
the intermediate and full extension positions.
The alternate position selector switch has a NORM (normal) position which
does not provide an output command.
This is a safety position to prevent inadvertent alternate drive operation in event
either arm switch is actuated and flap or slat position disagrees with the selector
switch.
The Flap/Slat Electronics Unit controls the Interlock/Sequencing between the
Flaps and Slats as follows:
Initial Hydraulic Extension: slats extend to take-off position then flaps
extend
Last Hydraulic Retraction: flaps must fully retract then slats will Retract
from take-off to up position
Initial Electric Extension: no interlock
Last Electric Retraction: flaps must fully retract then Slats will retract
from take-off to up position

KRUEGER SEAL
FLAP
INBOARD DOUBLE
SLOTTED FLAP
OUTBOARD SINGLE
SLOTTED FLAP

INBOARD LEADING
EDGE SLAT

OUTBOARD LEADING
EDGE SLAT

HIGH LIFT DEVICES


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FLAPS CONTROL AND INDICATION


TE Flap Control And Indication
The flap control lever provides control during primary (hydraulic motor)
operation of the flap system. Alternate (electric motor) operation is controlled
by the ALTN FLAPS position selector and arm switches. Two needles on the
flap position indicator show left and right wing flap drive positions. Flap drive
position is shown in units with indicated airspeed (IAS) limits shown for each
extended position.
A TRAILING EDGE amber light, master CAUTION lights and EICAS caution
alert, advisory alert, status and maintenance messages show flap system faults.
LE Slat Control And Indication
The flap lever provides control during primary (hydraulic motor) operation of the
slat system. Alternate (electric motor) operation is controlled by the ALTN
FLAPS position selector and LE arm switches. Two needles on the flap position
indicator show slat position at the up and one unit positions.
A LEADING EDGE amber light, master CAUTION lights and EICAS caution,
and status and maintenance messages show slat system faults.

TRAILING
EDGE

LEADING
EDGE

TE FLAP ASYM (B)


TE FLAP DISAGREE (B)
FLAP LOAD RELIEF (C)

FLAP LIMIT (IAS)


220K
240K

210K

5
1

15

UP
FLAPS

20

FLAP/SLAT ELEC (S,M)

195K

25

TE FLAP SHUTDOWN (S,M)

30

190K

162K

ALTN FLAPS
5
1
15

EICAS DISPLAY UNITS (P2)


1 UNIT (GATE)
5 UNIT
15 UNIT
20 UNIT (GATE)

FLAP LEVER

0 (FLAPS UP)

25 UNIT
30 UNIT
(FLAPS AND SLATS
FULLY EXTENDED)

FWD

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POSITION
SELECTOR

20

NORM

25
30

LE
ALTN

TE FLAP
ARM SW

FLAPS CONTROL AND INDICATION


B767-3S2F

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TE
ALTN

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FLAPS GENERAL DESCRIPTION


Introduction
Two trailing edge flaps are mounted on each wing. The inboard flaps are
double slotted and the outboard are single slotted. A single power drive unit
(PDU) powers eight rotary drive actuators (two on each flap assembly) through
gearboxes and drive shafts.
Control of primary (hydraulic) flap operation is by a flap control lever connected
by cables to the flap aft quadrant. A load relief (alleviation) actuator is
connected to the PDU input linkage to limit extension if airspeed limits are
exceeded at landing flap settings.
A flap slat electronic unit (FSEU) controls position indicating, failure protection
and alternate (electric) operations. Position transmitters on the flap drive
actuators and flap control lever are used by the FSEU for its control functions.
The FSEU controls the flap/slat shutoff valve module to sequence flap and slat
drive operation and to remove hydraulic pressure to the PDU during cruise flight
operations.

FLAP
INDICATION

FLIGHT
DECK

OUTBD
FLAP

ALT POS
SELECT SW

EICAS

FLAP LEVER
INBD
FLAP

FSPM (3)

ALT ARM
SW

MEC

FLAP LEVER
POSITION
TRANSMITTERS
(2)

SLAT AFT
QUADRANT (REF)
DRIVE SHAFT
FLAP LOAD
RELIEF ACTUATOR

FSEU

FLAP AFT
QUADRANT
OUTBOARD
MAIN FLAP

FLAP/SLAT
SHUTOFF
VALVE MODULE

INBOARD MAIN
FLAP SECTION

GEARBOX
FLAP POWER
DRIVE UNIT

INBOARD AFT
FLAP SECTION

ROTARY
ACTUATOR (8)

FLAP POSITION
TRANSMITTERS
(8)

FLAPS GENERAL DESCRIPTION


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FLAP PRIMARY DRIVE CONTROL


Operation
The hydraulic motor on the flap power drive unit (PDU) is the primary power
source for the flap drive. Inputs to the PDU control unit for hydraulic motor
operation are from cables and control rods operated by the flap control lever or
by operation of the control rods by the flap load relief actuator. Drive shaft
operation of the control unit provides hydraulic motor shutdown at the
commanded position (closed loop). Cables from the flap control lever are
routed through the forward cargo compartment to a flap aft quadrant in the aft
cargo compartment. A control rod from the quadrant extends through the right
wheel well aft wall. Controls shafts connect the control rod to the PDU.
Turnbuckles are provided at two locations for cable rigging.
Flap Control Lever
The spring loaded flap lever has seven detent positions.
The detents show units of primary drive command input. Gates at the 1 and 20
unit positions prevent lever movement directly through these positions. These
gates show lever positions for critical flap and slat configuration changes during
flight operations.
Two rotary variable differential transformers (RVDT) are operated by a flap lever
gearbox in the control stand. RVDT number 1 inputs flap lever position to flap
slat electronic unit (FSEU) section 2 and RVDT number 2 to inputs FSEU
section 1.

Flap Detent

Degrees

13.8

15

20.0

20

25.4

25

35.0

30

41.4

CABLES
(RIGHT SIDE
UNDER FLOOR)
LOAD RELIEF
ACTUATOR
PDU
TURNBUCKLES
(2 LOCATIONS)
(AFT CARGO COMPT)

FLAP
LEVER

FLAP AFT
QUADRANT
SLAT AFT
QUADRANT
(REF)

FLAP LOAD
RELIEF
ACTUATOR

ND
TE
X
E

FLAP
LEVER

FWD WALL OF AFT


CARGO COMPT
CONTROL
RODS

CABLES
FWD
FLAP LEVER
QUADRANT
CABLES

POWER DRIVE UNIT


(RIGHT WHEEL WELL - AFT BULKHEAD)

FLAP PRIMARY DRIVE CONTROL


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TRAINING MANUAL
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FLAP POWER DRIVE UNIT (PDU)


General
The trailing edge flap power drive unit (PDU) is on the aft bulkhead of the right
main gear wheel well. Hydraulic and electric motors are installed on a gearbox
which operates the left and right wing drive shafts. Primary operation is by the
hydraulic motor, alternate operation is by the electric motor. A control unit and
control valve module with bypass valve, control pressure to the hydraulic motor.
Maintenance Practices
A tool can be installed on the PDU to lock the gearbox so the flap drive cannot
be operated with either the hydraulic or the electric motor.

LOAD
RELIEF
MECHANISM
(REF)
HYDRAULIC
MOTOR

GEARBOX
ASSEMBLY
CONTROL RODS

GEARBOX
ASSEMBLY

ELECTRIC
MOTOR

UP POSITION

HYDRAULIC
MOTOR

PILOT
INPUT ARM

PDU GEARBOX
ASSEMBLY

DRIVE
SHAFT

CONTROL
UNIT
OUTPUT
ARM
UP
POSITION

CONTROL
UNIT

CONTROL
UNIT

CONTROL
VALVE
MODULE

UP POSITION
CONTROL
VALVE
MODULE

CONTROL VALVE
INPUT ARM

INBD

TE FLAP PDU
(LOOKING AFT)

PDU LOCK
OUTBD

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FWD

TE FLAP PDU
(RIGHT WHEEL WELL, AFT BULKHEAD)

FLAP POWER DRIVE UNIT (PDU)


B767-3S2F

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TRAINING MANUAL
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FLAP PDU COMPONENTS


PDU General
The major components of the flap power drive unit (PDU) are hydraulic and
electric motors; gearbox; control unit; and control valve module with control and
bypass valves.
Control Unit
The control unit input cam is operated by an internal input crank connected to
the pilot input arm. The follow up cam is operated by a quill shaft driven by the
PDU gearbox. A summing lever, operated by both cams through cam followers,
operates a control unit output arm and input rod to the control valve module.
Operation of the primary control system moves the input cam, with the follow-up
cam held by the gearbox, causing the summing lever to input to the control
valve. Operation of the gearbox drives the follow-up cam with the input cam
held by the flap control lever in detent, with the summing lever nulling the
control valve when the drive reaches the commanded position. There is a rig
pin hole for each cam defining their neutral positions.
Control Valve Module
The control valve module has control and bypass valves. The control valve
provides center hydraulic system pressure to a reversible hydraulic motor
through the bypass valve. The bypass valve has a manual override lever which
also shows the valve position. The bypass valve shuts off pressure to the
hydraulic motor and opens both ports of the motor to center hydraulic system
return. The valve is moved from the normal position "two" to bypass position
"one" during electric motor operation, to remove the hydraulic motor lock on the
gearbox, and during flap system faults to shut down primary control operation.

CONTROL
VALVE MODULE
CONTROL UNIT

INPUT CAM

PRESS
SUMMING
LEVER
UP

PILOT
INPUT ARM

RETURN
DN
NUL

FOLLOW-UP
CAM

FSEU/
ALT ARM
SW

CONT VALVE

ELECTRIC HYDRAULIC
MOTOR
MOTOR

BYPASS

NORM

BYPASS VLV UP

GEARBOX

DN

C1 C2
CD

DRIVE
SHAFT

CONTROL
UNIT

CD
NORM
CLOSED
HYDRAULIC MOTOR

ALTERNATE DRIVE
ELECTRIC MOTOR
(ARROWS = EXTEND)

GEARBOX

DRIVE SHAFT
CONNECTION

CONTROL UNIT
OUTPUT ARM

OPEN
BYPASS

C SYS
HYDRAULIC
RETURN PORT

BYPASS
VALVE

C SYS
HYDRAULIC
PRESSURE PORT

CONTROL VALVE
MODULE INPUT
ROD
MANUAL
OVERRIDE
LEVER
BYPASS
VALVE

HYDRAULIC MOTOR
CASE DRAIN
HYDRAULIC
MOTOR RETURN
HYDRAULIC
MOTOR PRESSURE

CONTROL
VALVE MODULE
INBD

TE FLAP PDU
(LOOKING AFT)

CONTROL VALVE MODULE

FLAP PDU COMPONENTS


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TRAINING MANUAL
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FLAP/SLAT SHUTOFF VALVE MODULE


Description
The flap/slat shutoff valve module provides center hydraulic system pressure to
the flap and slat power drive units (PDU). The module has a priority valve, a
flow regulator, and flap and slat solenoid-operated shutoff valves. The module
is installed on the aft bulkhead in the right main gear wheel well, outboard of the
PDU.
The priority valve permits flow only when center hydraulic pressure exceeds
1200 psi. The flow regulator, installed downstream of the priority valve, limits
hydraulic flow to the flap and slat hydraulic motors to regulate maximum motor
speed to control the rate of flap and slat extension or retraction. The flow
regulator provides a maximum flow of 24 gpm.
The flap solenoid-operated shutoff valve depressurizes the hydraulic motor
when the flaps are retracted and for flap/slat interlock (sequencing). The valve
is spring-loaded open and electrically closed by flap/slat electronic unit (FSEU)
control signals.
The slat solenoid-operated shutoff valve depressurizes both PDU hydraulic
motors when the slats are in the commanded position and on retraction until the
trailing edge flaps are retracted (interlock). The valve is spring-loaded open and
electrically closed by flap/slat electronic unit (FSEU) control signals.

C HYDRAULIC
SYSTEM
FLOW
REGULATOR

FROM FLAP
POWER DRIVE UNIT
RTN

PRESS

FLAP LOAD
RELIEF
ACTUATOR (REF)

PRIORITY
VALVE

FSEU

TE FLAP
PDU (REF)

SLAT
SOLENOID
VALVE

RIGHT WHEEL WELL


AFT BULKHEAD

SLAT SHUTOFF
VALVE
FLAP SOLENOID
VALVE
SLAT SOLENOID
VALVE (REF)

FSEU
FLAP
SOLENOID
VALVE

C2

TO SLAT
POWER
DRIVE UNITS

C1

FLAP SHUTOFF
VALVE
TO FLAP
POWER
DRIVE UNIT

RETURN
PRESSURE
FLAP SHUTOFF
VALVE
SLAT SHUTOFF
VALVE (REF)

C HYD SYSTEM
PRESSURE PORT
VALVE PRIORITY

FLAP
PRESSURE

FLOW REGULATOR
FLAP/SLAT SHUTOFF
VALVE MODULE

C HYD SYS
RETURN PORT

FLAP / SLAT SHUTOFF VALVE MODULE


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TOP VIEW

SLAT
PRESSURE

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FLAP ROTARY ACTUATOR


General Description
The wing rotary actuators are installed in two support ribs mounted in the spoiler
beam or wing rear spar. Three mounting brackets hold the actuator which is
installed using a missing tooth reference on a reaction ring on a support rib.
The actuator output shaft is splined into a drive shaft installed in the support
ribs. The drive shaft is connected to a flap drive arm. A flap position transmitter
is mounted on the opposite side of the support ribs. The flap transmitter drive
frame tangs fit in channels in the splined drive shaft, causing the drive frame to
rotate with the drive shaft/drive arm and operate the transmitter.
A torque limit indicator pivots out of spring clips if the actuator torque limit is
exceeded.

SPOILER
BEAM

ACTUATOR MOUNTING
BRACKET (3)

SUPPORT
RIBS

REACTION
RING (SPLINED)

DRIVER FRAME
TANGS (2)
(FIT IN CHANNELS
IN SPLINED
DRIVE SHAFT)

SUPPORT
RIBS

TRANSMITTER
DRIVER FRAME

FLAP
LINKAGE
ATTACH
POINTS

FLAP DRIVE
ARM

FLAP
TRANSMITTER

SPLINED
DRIVE
SHAFT

ACTUATOR
OUTPUT
SHAFT

TRANSMITTER
HOUSING MOUNTING
FRAME
TRANSMITTER
SUPPORT
BRACKETS

ACTUATOR
MOUNTING
BRACKET
ACTUATOR
(3)

FLAP
DRIVE
ARM

OUTBD
REDUCTION
GEAR
OUTPUT RING
GEAR

INPUT SHAFT
TORQUE
LIMITER
TRIP GEAR
(DISK)

OUTPUT
SHAFT

TORQUE LIMIT
INDICATOR
FWD
ACTUATOR 3 INSTALLATION
(ACTUATOR 6 SIMILAR)

TORQUE
LIMITER
TRIP GEAR
(DISK)

FIRST GEAR

INPUT
SHAFT

NO-BACK BRAKE

TORQUE
LIMITER

TORQUE LIMIT INDICATOR


INDICATOR
RETAINING CLIP
(BOTTOM HALF)
(HOLDS TORQUE
LIMITER INDICATOR)

FLAP ROTARY ACTUATOR


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STRUCTURALLY
MOUNTED REACTION
RING (MISSING
TOOTH REFERENCE)

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INBOARD FLAPS
Flap Inboard Drive
The inboard flap inboard drive mechanisms are in the aft body fairings with the
other six drive mechanisms in fairings on each wing. The flap support tube,
extending outboard through the fairing, is attached to a track roller carriage
mounted on a support track. Forward, mid and aft fairing doors are operated by
drive rods to close the opening in the fairing when the flaps are retracted or fully
extended. The door driver rods are connected to bell cranks operated by a door
actuation cam track. The forward and aft doors, operated by the upper drive
rod, are spring loaded closed. When the flaps are retracted the forward door is
held open by the flap support tube with the mid and aft doors closed. All doors
are open when the flaps are not fully retracted or extended. When the flaps are
fully extended the aft door is held open by the flap support tube with the mid and
forward doors closed.
The rotary actuator drive arm operates drive arms and linkage to move the flap
section. Only the inboard flap drive mechanisms have roller carriages and
support tracks, the other drive mechanisms use only the linkage for support.
Flap Outboard Drive
The inboard flap outboard drive mechanism is in a three section fairing on the
wing structure. The rotary actuator in the support structure, operates drive arms
and linkage connected to the main flap. A support beam holds the flap sections
and drive mechanism.
The aft flap is operated by two pushrods, two bell cranks and a cam in the
fairing. As the main flap extends, the forward bell crank, attached to support
structure, pivots to push on the forward pushrod. This pivots the aft bell crank,
mounted on the main flap, which pulls on the aft pushrod to rotate the cam
counterclockwise. The cam roller, on the aft flap, then moves on the lower cam
lobe which is concentric with the cam pivot point and the aft flap remains faired
to the main flap. As the main flap approaches full extension, the forward bell
crank pulls on the control rod causing the aft bell crank to push on the aft
pushrod and rotate the cam clockwise. The roller then moves up on the
non-concentric upper cam lobe pushing the aft flap away from the main flap.

This occurs as the flap fully extend from 25 to 30 units. The aft flap drive
operates a slave rod assembly in the main flap connected to the other end of
the aft flap. This drives both ends of the aft flap evenly to the gapped position.
The aft flap is supported by two deflection control tracks, attached to the main
flap aft spar, that ride on rollers in recesses in the aft flap.

3
6

5
2

MID-DOOR OUTLINE
RETRACTED
(DOOR CLOSED)
SUPPORT
FWD/AFT DOOR
FWD-DOOR OUTLINE
TRACK
DRIVE ROD
FLAP SUPPORT
(DOOR CLOSED)
TUBE
AFT-DOOR OUTLINE
3
(DOOR OPEN)
DRIVE
ARM

TRACK ROLLER
CARRIAGE

5
6

MID-DOOR
DRIVE ROD

1
MAIN FLAP
LINK

DOOR
ACTUATION
CAM TRACK

ACTUATOR
DRIVE

DOOR DRIVE
BELL CRANKS

FULLY EXTENDED

INBOARD FLAP
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AFT
FLAP

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OUTBOARD FLAP
The outboard flap is driven by two rotary actuators. Each actuator rotates a
drive arm which operates drive arms and links to move the flap. A flap
deflection control track and rollers are installed at the outboard end of the flap to
prevent flap deflection from the wing. A roller on the inboard end of the flap
engages in a fishmouth slot in the wing structure to prevent flap deflection when
the flap is retracted.
An aerodynamic fairing covers both outboard flap mechanisms. The fairing
consists of three sections.

DEFLECTION CONTROL
CARRIAGE AND TRACK

REAR
SPAR

FISHMOUTH SLOT
(IN STRUCTURE)

TRACK
ROLLERS
(ON STRUCTURE) (ON CARRIAGE)
FLAP
(RETRACTED)

OUTBOARD FLAP
(EXTENDED)

ROLLER
(ON FLAP)

CARRIAGE
(ON FLAP)

REAR SPAR

INBOARD END

ACTUATOR
SUPPORT RIB

FLAP
(EXTENDED)
DEFLECTION CONTROL TRACK
(ON WING)

MAIN FLAP
ASSEMBLY
ACTUATOR
SPOILER

FWD FAIRING
SECTION

CENTER FAIRING
SECTION
AFT FAIRING
SECTION

DRIVE ARM
FLAP RETRACTED

FLAP EXTENDED

OUTBOARD FLAP
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FLAPS / SLAT ELECTRONIC UNIT (FSEU)


General
The Flap / Slat Electronics Unit (FSEU) is the primary electronic control unit in
the high lift system. It provides sequencing control, failure/asymmetry
protection, system annunciation outputs, and flap load relief. During the
alternate mode of operation, it does closed loop flap/slat positioning function.
The FSEU can help you find and isolate a failure in the TE flap system and the
LE flap and slat system. Front panel BITE on the FSEU gives you an interface
with the BITE functions in the FSEU.
The FSEU has a BITE panel with six switches. These are the functions of each
switch:

ON/OFF - starts or stops BITE display


MENU - shows the menu
YES or NO - response to question
Down arrow or up arrow - scrolls through menu or results

If you do not push a switch on the FSEU BITE panel in 5 minutes, the FSEU
stops the BITE function and puts the display off.
These are the items in the main menu of the FSEU BITE:

EXISTING FAULTS?
FAULT HISTORY?
GROUND TESTS?
OTHER FUNCTIONS?

EXISTING FAULTS?
The EXISTING FAULTS selection shows existing faults in the system and does
a check of the interfaces to the FSEU.
FAULT HISTORY?
The FAULT HISTORY? selection shows past faults by flight leg. This fault data
is in the non-volatile memory (NVM) in the FSEU.

GROUND TESTS?
The GROUND TESTS? selection lets you do these tests:

TE flap load relief actuator test


TE flap load relief system test
Sensor checks
Display test

OTHER FUNCTIONS?
The OTHER FUNCTIONS? selection lets you do these functions:

LRU configuration
Input/output monitor
Change FSEU output discretes
Erase faults

SECTION 1
- FLAP SHUTOFF VALVE CONTROL
- BYPASS VALVE CONTROL
- FLAP LOAD RELIEF CONTROL
- UNCOMMANDED MOTION DETECTION
AND SHUTDOWN
- ASYMMETRY/SKEW DETECTION AND
SHUTDOWN

SECTION 2
- FLAP DISAGREE DETECTION
- FLAP LOAD RELIEF FAILURE
DETECTION
- MONITOR/ANNUNCIATION
CONTROL
- OUTPUT HYDRAULIC DEMAND
DISCRETE

BITE INSTRUCTIONS:
Push ON/OFF to start or end BITE display.
Push YES or NO to reply to questions(?).
Push to move down in list.
Push to move up in list.
Push MENU to return to previous menu.

BITE MAIN MENU:

MENU

ON
OFF

YES

NO

EXISTING FAULTS-Shows existing faults.


FAULT HISTORY-Shows past faults by
flight leg.
GROUND TESTS-Shows list of ground tests.
OTHER FUNCTIONS-Shows other functions.

FLAP/SLAT ELECTRONIC UNIT


P/N 285T0049SER NO.
MOD LEVEL
FMG DATE

CAGE CODE 81205

MFR
SER
PMR
MOD

FSEU
FLAP / SLAT ELECTRONIC UNIT (FSEU)
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SECTION 3
- ALTERNATE MODE CONTROL

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FLAP SYSTEM INTERFACE


Hydraulic Motor Operation
Failure protection shutdown, flap/slat sequencing, long-term pressure shutoff,
and load relief during hydraulic motor operation are provided by flap slat
electronic unit (FSEU) section 1 through control of the flap shutoff valve, load
relief actuator and bypass valve. These control functions require inputs from a
flap lever rotary variable differential transformer (RVDT), a flap position
transmitter RVDT (from a Flap stabilizer position module (FSPM)), flap position
transmitter resolvers and slat power drive unit (PDU) RVDTs. Alternate arm
switch input inhibits failure protection shutdown and load relief functions in
FSEU 1.
Electric Motor Operation
FSEU section 3 controls the electric motor using inputs from the alternate flap
selector switch and a flap position transmitter RVDT (from a FSPM). The flap
alternate arm switch operates the PDU bypass valve and engages the electric
motor clutch.
Position Indication
Flap position transmitter syncros operate the flap indicator syncros. FSEU
section 3 controls a flap reference transfer relay using inputs from a flap position
transmitter RVDT (from a FSPM) and slat PDU RVDT.
Fault Annunciation
A fault light and messages are control by FSEU section 2 using inputs from a
flap lever RVDT, alternate arm and position selector switches, flap position
transmitter RVDT (from a FSPM) and slat position (from FSEU sections 1 and
3). FSEU section 1 controls a single fault message and inputs to section 2 for
existing faults.

CENTER
HYD SYS

TRAILING
EDGE

LEADING
EDGE

FLAP LIMIT (IAS)


220K

240K
1

FLAP
LEVER

210K

5
15

UP
FLAPS

20

30

FLAP/SLAT
SOV MODULE
CONTROL
VALVE

195K

25

190K

RVDT (2)

162K

ALTN FLAPS
5
1
15
UP

LOAD
RELIEF
ACTUATOR

EICAS
20

NORM

30

HYDRAULIC
ELECTRICAL
MECHANICAL
ARINC 429

SHUTOFF
VALVE

25

LE

TE

ALTN

ALTN

ADIRU

- ADP LOGIC

BYPASS
VALVE

FLAP
DRIVE

- ECS
A

- CNFIG WARN

HYDRAULIC
MOTOR

FDR

TE FLAPS

GEAR
BOX

PSEU

ROTARY
ACTUATORS

C
ELECTRIC
MOTOR

FLAP REF
XFR RLY

RVDT (4)
INBD/OUTBD
SLAT PDU

E
FLAP PDU

FSEU
B

FLAP SYSTEM INTERFACE


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CLUTCH

FSPM
L/C/R
FLAP XMTR
ASSEMBLY

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FLAP HYDRAULIC OPERATION


Flap control lever, or load relief actuator, operation of the power drive unit (PDU)
control unit input cam, moves the control valve module control valve from the
null position. Center hydraulic system pressure is then provided to the hydraulic
motor through the control valve module bypass valve. Flap drive shaft rotation
operates the control unit follow-up cam to return the control valve to null. When
the control valve is at null and the bypass valve is at normal, there is a hydraulic
lock on the motor to hold the gearbox and flap drive.
Hydraulic pressure to the motor can be shutoff by the Flap/Slat Shutoff Valve
module flap shutoff valve or by the bypass valve in the PDU control valve
module. .
Pressure is shutoff to the motor as follows using the Flap/Slat Shutoff Module:
The flap solenoid valve is powered by the flap/slat electronic unit (FSEU) to
close the flap shutoff valve when the flaps and flap lever are up or, on
extension, until the leading edge slats have moved to their intermediate
position.
If pressure is shutoff at the Flap/Slat Shutoff Valve Module the hydraulic
lock remains on the motor
Pressure is shutoff to the motor as follows using the Bypass valve:
The bypass valve is positioned to bypass when the alternate flap system
arm switch is actuated or by the FSEU during flap system failure.
If pressure is shutoff by the bypass valve the motor can be rotated by the
gearbox.

C HYDRAULIC
SYSTEM

FSEU
SLAT
SOLENOID
VALVE

SLAT
SHUTOFF
VALVE

PRESS
FLOW
REG

PRIORITY
VALVE

RETURN
FSEU
FLAP
SOLENOID
VALVE

C1

C2

TO SLAT POWER
DRIVE UNITS

FLAP
SHUTOFF
VALVE

CONTROL
VALVE
MODULE

INPUT CAM
PRESS
CONT UNIT
ASSY

RETURN
DN

UP

PILOT INPUT
ARM

OPEN
BYPASS

NUL

FSEU/
ALT ARM
SW

CONT VALVE
BYPASS

SUMMING LEVER

BYPASS VLV UP

FOLLOW-UP
CAM

DN

C1 C2
CD

QUILL SHAFT
(WORM GEAR)
GEARBOX

LEGEND
PRESSURE
RETURN

B767-3S2F

(ARROWS = EXTEND)

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CD

NORM
CLOSED
HYDRAULIC MOTOR
DRIVE SHAFT
ALTERNATE DRIVE
ELECTRIC MOTOR

FLAP HYDRAULIC OPERATION


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FLAP LOAD RELIEF MECHANISM


The flap load relief (alleviation) mechanism is on the aft wall of the right wheel
well above the Power Drive Unit (PDU). The mechanism is comprised of a bell
crank and electric actuator connected to two control rods which operate the pilot
input arm of the PDU control unit.
When the actuator is retracted the control rods are aligned between the aft
quadrant crank and pilot input arm. When the actuator is extended, the bell
crank moves the control rods out of alignment, pulling up on the pilot input arm.
This inputs to the control unit and control valve to position the flap drive to 20
units with the lever at 25 or 30 units.
The actuator in controlled by the Flap Slat Electronic Unit (FSEU).

AFT QUAD CRANK


(LEVER 30)

LOAD RELIEF
ACTUATOR

INPUT RODS

(FLAPS 30)
AFT QUADRANT
CRANK (LEVER UP)
INPUT SHAFT
FROM TE FLAP
AFT QUADRANT

AFT QUADRANT
CRANK UP STOP
(FLAP 20)

LOAD RELIEF
BELLCRANK
LOAD RELIEF
ACTUATOR

CONTROL
RODS

PILOT
INPUT ARM

IN LOAD RELIEF

LOAD RELIEF MECHANISM

FLAP LOAD RELIEF MECHANISM


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FLAP LOAD RELIEF SYSTEM


General Description
The load relief (alleviation) system prevents excessive air loads on the flaps by
automatically limiting flap extension when airspeed is too high for flaps 25 or 30.
The system will limit flap position to a maximum of 20 units when the airspeed
equals or exceeds 172.5 knots with the flap lever at 30 units or 182.5 knots with
the flap lever at 25 units. Operation requires a valid airspeed input from either
Air Data Inertial Reference Unit (ADIRU).
Load relief system operation is inhibited when:

Alternate Flap System is ARMED


Center Flap Stabilizer Position Module (FSPM) failure
Flap lever transmitter (RVDT) failure
Loss of 26 volt ac power supply

Load relief operation is latched after actuation and is reset by reduction in


airspeed to 168.5 knots for flap extension to 30 units and to 178.5 knots for
extension to 25 units. Airspeed must be valid from either ADIRU to reset. If
both ADIRUs are invalid the latches can be reset by moving the flap lever to 25
or 20 units.
The only indication during flap load relief is the position indicator needles
indicating flap movement.
The trailing edge amber light and the FLAP LOAD RELIEF advisory message
will illuminate if the system fails when load relief is required. Disagreement
annunciation between flap lever and flap position and the flap failure protection
shutdown system are inhibited during load relief operation.
Load relief operation is controlled by Section 1 of the FSEU, fault annunciation
is controlled by section 2.
A FLAP LOAD RELIEF (C) message is displayed, when there is a failure of the
flaps to relieve from 30 to 25 units. FSEU section 2 provides the fail input for
the EICAS computers, and illuminates the TRAILING EDGE light. If the flaps fail
to return to 30 from 25 units when the airspeed decreases below 168.5 knots,
FSEU section 2 provides a TE FLAP DISAGREE message and illuminates the
TRAILING EDGE light.

Load Relief System operation is Inhibited when:

Alternate Flap System is ARMED


Center Flap Stabilizer Position Module (FSPM) failure
Flap lever transmitter (RVDT) failure
Loss of 26 volt ac power supply.

28V DC

115V AC

SENSOR PWR
TRANSFORMER

POWER
SUPPLY

28V AC FAIL
FLAP LEVER RVDT FAIL

FLAP/SLAT
ELEC (S,M)

LOAD
RELIEF
INHIBIT

EICAS CMPTR(S)

FSPM FAIL
NOT
RETRACT
RETRACTED

ALTN FLAP ARMED INHIBIT


ARM SW
POSN

ALT FLAP

FAIL PROT
& FLAP
DISAGREE

ARM SW
(P3-1)
XMTR 4

FLAP POSN

>20

LOAD
RELIEF

C FSPM (P50)
25
30

<20
VALID

P10
AIRSPEED

DATA BUS 4

R ADC INPUT

>182.5
>172.5

AIRSPEED

DATA BUS 4
L ADIRU (E1-3)

ARINC
429
(SECT 1)
FSEU (E2-4)

L ADC INPUT

VALID

<168.5
VALID
<25

FLAP LOAD RELIEF SYSTEM


B767-3S2F
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RESET

VALID

R ADIRU (E2-3)

EFF - ALL

EXTENDED

FLAP LOAD
RELIEF ACTUATOR

<178.5
ARINC
429

CONT
FLAP LOAD
RELIEF
(P33)

NOT
EXTEND
EXTENDED

FLAP LEVER
POSITION

FLAP LEVER POSN


RVDT 2

RETRACTED
BRAKE

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

LATCH
LATCH

RESET

B767-3S2F
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

FLAP ALTERNATE DRIVE CONTROL


The flap Power Drive Unit (PDU) alternate drive electric motor is controlled by
the Flap Slat Electronic Unit (FSEU). The FSEU receives command inputs from
the alternate flaps position selector switch. Alternate flap arm switch inputs are
also used by the FSEU for relay control as well as for direct control of the PDU
bypass valve.
The FSEU controls alternate flap relays to provide power to the reversible PDU
electric motor.
A right wing drive position transmitter inputs to a flap stabilizer position module
(FSPM) which provides flap drive position to the FSEU. This provides an FSEU
closed loop control system, similar to primary drive, to turn off the electric motor
when flap drive and selector switch inputs agree.

UP

BITE INSTRUCTIONS:

TRAILING
EDGE

LEADING
EDGE

Push ON/OFF to start or end BITE display.


Push YES or NO to reply to questions(?).
Push to move down in list.

OFF

FLAP LIMIT (IAS)

ALT FLAPS
POSITION
SELECTOR
SWITCH
ALTERNATE
FLAP ARM
SWITCH

RETRACT
270K

Push to move up in list.


Push MENU to return to previous menu.

220K

240K

210K

15

UP
FLAPS

20

30

195K

DN

LOCK OVRD

UP

MENU

ON
OFF

YES

NO

ALTN GEAR
EXTENSION

P33

OFF
FLAP/SLAT ELECTRONIC UNIT

20
30

EXISTING FAULTS-Shows existing faults.


FAULT HISTORY-Shows past faults by
flight leg.
GROUND TESTS-Shows list of ground tests.
OTHER FUNCTIONS-Shows other functions.

190K

162K

NORM

BITE MAIN MENU:

25

ALTN FLAPS
5
1
15

INPUT TO
FLAP PDU
BYPASS VLV

EXTENDED
270K-.82M
EXTENDED
320K-.82M

25

LE

TE

ALTN

ALTN

P/N 285T0049SER NO.

DN

MOD LEVEL

GND PROX
FLAP OVRD

GND PROX/CONFIG
GEAR OVRD

OVRD

FMG DATE

CAGE CODE 81205

MFR
SER
PMR
MOD

OVRD

ALT FLAP
RELAYS

ALTERNATE FLAP CONTROL


(P3-1)

FSEU

GEARBOX
RIGHT WING
DRIVE SHAFT
ALTERNATE
DRIVE
ELECTRIC
MOTOR

FSPM
BYPASS
VALVE
1
ELECTRICAL
CONNECTOR
P50 ELECTRICAL
SYSTEMS CARD FILE
1

FLAP POSITION
TRANSMITTER, POSITION 5
(OUTBOARD VIEW)

CONTROLLED BY ALT FLAP ARM SW

FLAP ALTERNATE DRIVE CONTROL


B767-3S2F
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

OUTBD
FWD

TE FLAPS POWER DRIVE UNIT


(RIGHT WHEEL WELL)

B767-3S2F
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

FLAPS POSITION TRANSMITTER


Flap position transmitters are installed on the support ribs for all eight flap drive
mechanisms and connected to the splined drive shaft operated by the rotary
actuator. Two types of flap transmitters are used which have different faces to
insure correct installation. The two types of transmitters contain different
components.
The transmitters are rotated internally by a driver frame engaged, by tangs, in
the splined drive shaft. The two tangs are different size with one having a rig pin
hole to insure correct installation. A cutout in the transmitter assembly face fits
around an adjustment fitting on the mounting structure. The adjustment fitting
and mounting bolts hold the transmitter in position. There are three rig pin holes
in the transmitter with a placard identifying the flaps 30 position.
The transmitter is installed with a rig pin through the flaps 30 rig pin hole and the
tang with the flaps hydraulically extended to 30 units. With the mounting bolts
finger tight in the elongated mounting holes, the adjustment fitting is used to
center the tang in the splined drive shaft.

TRANSMITTER 4

TRANSMITTER 1

TRANSMITTER 7

TRANSMITTER 2

TRANSMITTER 8

P
D
U

TRANSMITTER 5

TRANSMITTER 6

TRANSMITTER 3

F L A PS 3 0

S
PO

TRANSMITTER ASSEMBLY
2, 3, 4, 5, 6 AND 7

TRANSMITTER
ASSY 1 AND 8

FLAP POSITION TRANSMITTER


(TYPICAL)

FLAP POSITION TRANSMITTER


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TRAINING MANUAL
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B767-3S2F
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

FLAP POSITION TRANSMITTER ASSEMBLIES


Transmitter Assemblies 1 and 8
Transmitter assemblies at the 1 and 8 flap drive positions contain a resolver and
a Syncro. The syncros are powered directly from the 28 VAC buses and drive
syncros in the flap indicator. Syncro failures are shown by flap needle
operation. The resolvers are powered by 28 VAC from Flap Slat Electronic Unit
(FSEU) section 1. Failures are shown by FLAP/SLAT ELEC status/
maintenance messages and by the associated FSEU XMTR fault light during
Built-in-test (BITE) operation. Resolver failure causes loss of flap asymmetry
shutdown protection by FSEU section 1.
Transmitter Assemblies 3, 4 and 5 for Flap Stabilizer Position Modules
Transmitter assemblies at the 3, 4 and 5 flap drive positions contain resolvers
and rotary variable differential transformers (RVDT). The resolver in the
transmitter assembly at drive position number 3 is unpowered. Resolvers 4 and
5 operate the same as 1 and 8. The RVDT's are powered and monitored by
Flap Stabilizer Position Modules (FSPM) which input flap drive position to the
FSEU. RVDT or FSPM faults are shown by FLAP/SLAT ELEC status/
maintenance messages and by FSPM fault lights on the FSEU during BIT
operation. The FSPM's have BITE to identify RVDT or module faults.
Flap Lever Transmitters
Two rotary variable differential transformers (RVDT) are operated by a flap lever
gearbox in the control stand. Access is through the right side of the control
stand. RVDT number 1 inputs flap lever position to flap slat electronic unit
(FSEU) section 2 and RVDT number 2 to inputs FSEU section 1.
The RVDT's are installed in electrical null alignment with the lever at fifteen units
plus 4.5 degrees. The RVDT signal voltage is then checked at each lever
position and adjusted as required by rotating the RVDT in its clamp.
A failure of either transmitter is indicated by FLAP SLAT ELEC status/
maintenance messages. FSEU testing indicates the failed RVDT by a fault
light.
RVDT number 2 is also monitored for correct rig voltage with the flaps and slats
up and the altitude is above 20,000 feet or airspeed is greater than 270 knots.

A BIT/verify test will display the faulted flap lever RVDT voltage by displaying
the MISRIG light. The flap lever and flaps must be in the UP position when
testing for this fault.
The RVDT misrig condition will be indicated by the FLAP SLAT ELEC message.

LEFT
FSPM

CENTER
FSPM

RIGHT
FSPM

RVDT NO.3

FLAP
LEVER

RVDT NO.5

RVDT NO.4

PRESS/
TEST

RESOLVER
(TE FLAP
DISAGREE)

RIGHT (SECT 3)
M603 FLAP LEVER
POSITION XMTR 2 (SECT 1)
M492 FLAP POSITION
XMTR 5-RIGHT (SECT 1)

M604M603
FLAPFLAP
LEVERLEVER
POSITION XMTR 1 (SECT 2)
M473 FLAP POSITION
XMTR 1-LEFT (SECT 1)
BITE INSTRUCTIONS:
M548 OUTBD SLAT
PDU
RVDT MISRIG (SECT 3)
S846 HYD PRESSURE
SWITCH (SECT BITE
1) MAIN MENU:

TRANSMITTER NO. 3

XMTR
NO.1
XMTR
NO.2

Push ON/OFF to start or end BITE display.


Push YES or NO to reply to questions(?).
Push to move down in list.
Push to move up in list.

Push MENU to return to previous menu.

RVDT
(FSPM)

EXISTING FAULTS-Shows existing faults.


FAULT HISTORY-Shows past faults by
flight leg.
GROUND TESTS-Shows list of ground tests.
OTHER FUNCTIONS-Shows other functions.

M476 FLAP POSITION


XMTR 4-LEFT (SECT 1)
M100 AIR DATA
COMPUTER-LEFT (SECT 1)
M483 INBD SLAT PDU
POSITION XMTR 1 (SECT 1)
M544 OUTBD SLAT PDU
POSITION XMTR 1 (SECT 1)
M545 FLAP/SLAT
ELECTRONIC UNIT (SECT 2)

FLAP/SLAT ELECTRONIC UNIT

P/N 285T0049SER NO.


MOD LEVEL

RESOLVER
(TE ASSYM)
(TE SHUTDOWN)

CAGE CODE 81205

FMG DATE

BIT/
VERIFY

(XMTER FAIL)

M603 FLAP LEVER


RVDT MISRIG (SECT 1)
M489 FLAP POSITION
XMTR 8-RIGHT (SECT 1)
M101 AIR DATA
COMPUTER-RIGHT (SECT 1)
M549 INBD SLAT PDU
MFR
POSITION
XMTR 2 (SECT 3)
SER
PMR
M548 OUTBD SLAT PDU
MOD
POSITION XMTR 2 (SECT 3)
MENU

ON
OFF

YES

NO

XMITR
NO.3

FLAP SHUTDOWN

XMITER
NO.4

S/M

FLAP/SLAT ELEC
EICAS
C

TEST COMPLETE
(SECT 2)

FSEU
FLAP/SLAT
ELECTRONIC UNIT

FLAP DISAGREE

RESOLVER
(TE ASSYM)

TESTING
(SECT 2)

TRANSMITTER NO. 4

TRANSMITTER NO. 5
FLAP LIMIT
230K

RESOLVER
(TE ASSYM)

TRANSMITTER NO. 1

10

15

L
R

SYNCRO
(INDICATION)

RESOLVER
(TE ASSYM)

210K

250K

210K

20

UP
FLAPS
30

25

SYNCRO
(INDICATION)

180K
170K

FLAP POSITION TRANSMITTER ASSEMBLIES


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TRAINING MANUAL
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TRANSMITTER NO. 8

B767-3S2F
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TRAINING MANUAL
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FLAPS POSITION INDICATION


General
The flap position indicator syncro receivers (needles) are driven by the syncro
transmitters in the flap position transmitter assemblies at flap drives one and
eight. Flap drive transmitter one operates the left needle, flap drive transmitter
eight operates the right needle.
The syncro transmitters drive the syncro receivers to show flap position
whenever the flap/ref. transfer relay is de-energized. This relay is controlled by
the FSEU using flap and slat drive position transmitter inputs and is
de-energized when the slats or flaps are extended. The flaps are retracted
when needles are at up or 1. The Flap position transmitters position the
needles at 1 through 30 to show flap positions of up, 5, 15, 20, 25 or 30 units.
The flap position indicator up position shows that all the leading edge slats are
retracted.
Slat Position Indication
Left and right needles are operated by synchro receivers in the flap position
indicator that are driven by synchro transmitters in flap position transmitters one
and eight. Both synchro receivers can also be driven by two fixed reference
signal transmitters that position the needles at up and one-half unit. An
intermediate/retract relay, controlled by the Proximity Switch Electronic Unit
(PSEU), and a flaps/reference transfer relay, controlled by the Flap/Slat
Electronic Unit (FSEU), switch the indicator synchro receivers between the flap
position synchro transmitters and the reference signal transmitters.
Operation
With the flaps and slats retracted both relays are energized and both needles
are driven by the retracted reference signal transmitter. When any of the 24 slat
proximity sensors show a target far the PSEU de-energizes the flap
intermediate/retract relay and switches the needles to the intermediate
reference signal transmitter.
When both slat power drive unit (PDU) position transmitters show the PDUs at
their intermediate, or takeoff position, the FSEU de-energizes the flaps
reference transfer relay and the needles are switched to the one and eight flap

position transmitters which position the needles to one unit with the flaps
retracted. From one to 30 units the needles are driven by their respective flap
position transmitter.
On retraction the FSEU energizes the transfer relay when the flaps are retracted
and either slat PDU is less than takeoff to move the needles to one-half unit.
The PSEU energizes the intermediate/retract relay when all slat sensors (24)
have near targets to move the needles to up.

28V DC
28V AC
P11
FIXED 1/2

XMTR 8

SLATS INTMD
REF SIGNAL
XMTR (P33)

5
1

XMTR 1

UP
FLAPS
30

SLATS RET
REF SIGNAL
XMTR (P33)

FLAPS INTMD/
RETRAC (P33)

28V AC
R BUS

FLAPS REF
TRANSFER
(P33)

ALL SLAT
LE SLATS RETRACTED
POSN IND

115V AC
R BUS

PSEU (E1-2)

P11
R FSPM

POWER
SUPPLY

P50

28V AC EXC GOOD

= RETRACTED

FLAP POSN
FSPM GOOD
LOGIC

INBD SLAT PDU 2


TRANSMITTER

REF XMTR
SELEC

< T/O

INBD SLAT
POSN LOGIC RVDT GOOD
< T/O
OUTBD SLAT
POSN LOGIC RVDT GOOD

OUTBD SLAT PDU 2


TRANSMITTER

FSEU (E2-4)

FLAP POSITION INDICATION


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20
25

FIXED UP

XMTR 5

15

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

(SECT 3)

B767-3S2F
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TRAINING MANUAL
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FLAP/STAB POSITION MODULES (FSPM)


Three identical Flap Stabilizer Position Modules (FSPM) power the flap position
transmitter assembly rotary variable differential transformers (RVDT) at flap
drive positions 3, 4, and 5. The FSPM receive an analog AC voltage signal from
the RVDT and output flap position analog DC voltage signals and flap position
discrete signals to various airplane systems. Each Flap Slat Electronic Unit
(FSEU) section receives flap position from a different FSPM. The alignment of
FSPM to FSEU section is shown on the FSEU with the left FSPM to section 2,
center FSPM to section 1 and right FSPM to section 3.
The RVDT input is monitored by the FSPM to detect a failed transformer. FSPM
primary and monitor channels both generate signals which are compared by an
outputs monitor to detect a module failure. Only the primary signal is output
from the FSPM. RVDT or module faults shut down the FSPM analog and
discrete outputs. A low voltage signal caused by a failed RVDT or FSPM
causes the associated FSEU section to initiate a FLAP/SLAT ELEC message.
The faulted FSPM input is then identified by the FSEU built-in-test.
Testing of the FSPM is done by selecting Existing Faults on the six button front
face bite as per the aircraft maintenance manual.

MODULE

STAB TRIM
AFDS
TMS
FSEU (SECT 2)
ENG IGN CNTL
EEC
SPLR CNTL

28V AC
TEST GOOD

STAB XMTR

FLAP XMTR

GND PROX

FLAP POS
XMTR 3
BIT/VERIFY

L FSPM (P50)

AFDS

STAB TRIM
115V AC

AFDS

XFMR

STAB TRIM

28V AC

STALL WARNING

STALL WARNING
SAME AS
L FSPM

FSEU (SECT 1)

SAME AS
L FSPM

PACK FLOW CNTL

LAND CONF WARN


SPLR CNTL

Page - 119

11/11/13

EFF - ALL

SPLR CNTL
R FSPM (P50)

FLAP / STAB POSITION MODULES (FSPM)


ATA 27-50

EEC

FLAP POS
XMTR 5

C FSPM (P50)

B767-3S2F

ENG IGN CNTL


PACK FLOW CNTL

T/O CONF WARN


FLAP POS
XMTR 4

FSEU (SECT 3)

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

B767-3S2F
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TRAINING MANUAL
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FLAPS ASYMMETRY PROTECTION SYSTEM


The flap asymmetry protection system shuts down (bypasses) the flap primary
drive and illuminates the TE FLAP ASYM message and produces the
appropriate Existing Fault when a flap drive asymmetry condition is detected.
Resolvers in flap position transmitter assemblies one and eight and four and
five are compared by the flap slat electronic unit (FSEU) section 1 to detect a
disconnect in the flap drive system. A difference in resolver degree input
between resolvers one and eight or between four and five equivalent to 43 1/4
drive shaft revolutions causes immediate system shutdown and fault
annunciation (approximately 12% of flap drive full travel). If the resolver
difference remains for five seconds the fault and annunciation are latched.
If the asymmetry no longer exists, the latch can be reset by pushing the flap
alternate arm switch on and off, by opening and closing the FSEU 1 control
circuit breaker, or by moving the flaps and flap lever to the retracted position.

LE

TE

ALTN

CYCLED
FLAP LEVER = UP
FLAP = UP

ALTN

FLAP/SLAT ELEC (S,M)


115V AC
STBY BUS

POWER
SUPPLY
28V AC
VEXC

28V AC EXC FAIL

COMPARE:
1&8, 2&7,
3&6, 4&5

RESET

2
ASYM

COMPARE:
1&2, 3&4,
5&6, 7&8

5 SEC

TE FLAP ASYM (B)

LATCH

EICAS COMPUTERS (E8)


FLAP
SHUTDOWN

SKEW

(SECTION 1)
RS

RS

XMTR 1
RS

RS

XMTR 2

XMTR 7

RS

RS

XMTR 3

5
1
UP
FLAPS

Page - 121

RS
FSEU (E2-4)

ATA 27-50
11/11/13

20

XMTR 5

25

FLAP DISAGREE/FLAP LIGHT (SECT 2)

43.25 DRIVE SHAFT REVOLUTION


DIFFERENCE

FLAP ASYMMETRY PROTECTION SYSTEM


B767-3S2F

15

XMTR 6

RS
XMTR 4

TRAILING
EDGE

LEADING
EDGE

XMTR 8

EFF - ALL

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

30

FLAP INDICATOR

B767-3S2F
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TRAINING MANUAL
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LEADING EDGE SLATS


General Description
Extension of the leading edge slats improves wing stall characteristics enabling
higher angles of attack for takeoff and climb and increased maneuvering
margins during approach and landing.
There are five outboard and one inboard slat surfaces on each wing. The slats
are numbered from the left to the right wing tip. The slats extend from the top of
the wing and have three positions.
A Krueger seal flap extends from the bottom of each wing between the inboard
slat and the engine strut to reduce drag with the slats extended.
Primary Control
The leading edge slats are controlled by inputs from the flap lever. The flap
lever operates a cable system to the slat aft quadrant which is connected to the
inboard and outboard slat Power Drive Units (PDU).
A hydraulic motor powers each PDU gearbox, which operates drive shafts,
gearboxes and rotary actuators connected to the slats. There is a separate
PDU and drive system for the inboard and outboard slats.
Krueger seal flaps, operated by the inboard slat drive system, are fully extended
when the inboard slats are in takeoff (sealed) position.
Slat Alternate Control
The PDU gearbox can also be operated by an electric motor for alternate
system operation. The electric motor is controlled by the flap slat electronic unit
(FSEU).
CAUTION: BEFORE OPERATING FLAPS OR SLATS, ENSURE THAT
ENGINE STRUT ACCESS DOORS, INBOARD FAN COWLING,
AND THRUST REVERSER COWLING ARE NOT IN THE PATH OF
SLATS, TO PREVENT DAMAGE.

FLAP INDICATION
ALT POS SEL SW
ALT ARM SW

FLIGHT
DECK
EICAS

MEC

FLAP LEVER
FLAP LEVER
POSITION
TRANSMITTERS
(2)

INBD PDU
FSEU
PSEU
CONTROL SHAFT

SLAT AFT
QUADRANT

ANGLE GEARBOX
(4)

GEARBOX
BEARING
SUPPORT
OUTBD PDU

KRUEGER
FLAP DRIVE
KRUEGER
FLAP DRIVE
ACTUATOR
(2)

INBD SLAT ROTARY


ACTUATOR (4)
INBD
SLAT (2)

FSPM (3)

DRIVE
SHAFT

FLAP PDU
(REF)

ANGLE
GEARBOX

OUTBD SLAT
ROTARY
ACTUATOR
(20)

LEADING EDGE SLATS


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OUTBOARD
SLAT (10)

B767-3S2F
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TRAINING MANUAL
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SLAT POWER DRIVE UNITS (PDU)


General
The inboard and outboard slat power drive units (PDU) are located in the
forward wing/body fairings. The PDU are mounted on the wing front spar by a
support attachment with two fasteners and a support rod. The PDU are similar.
The outboard PDU is larger than the inboard with larger hydraulic and electric
motors required to drive ten slat surfaces.
Maintenance Practices
Access to each PDU is through panels on the bottom of the wing below each
PDU. A tool (ground lock) can be installed on the gearbox so the PDU cannot
be operated with either the electric or hydraulic motor.

SUPPORT ROD
ELECTRIC
MOTOR
HYDRAULIC
MOTOR
DRIVE
SHAFT

GEARBOX

GEARBOX
OUTBOARD SLAT PDU
(LOOKING INBOARD)

DRIVE
SHAFT

ELECTRIC
MOTOR
HYDRAULIC
MOTOR
GEARBOX

FWD
PDU
GROUNDLOCK

INBD

SLAT POWER DRIVE UNIT (PDU)


B767-3S2F
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TRAINING MANUAL
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SUPPORT
ATTACHMENT
DRIVE
INBOARD SLAT PDU SHAFT
(BOTTOM VIEW)

B767-3S2F
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TRAINING MANUAL
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INBOARD SLAT KRUEGER SEAL FLAP DRIVE SYSTEM


Krueger Seal Flap Drive
A single Krueger seal flap is mounted between the inboard slat and engine strut
on each wing. The flap extends down and forward from beneath the wing
leading edge to form a seal between the inboard slat and engine strut.
The Krueger seal flap rotary actuator is connected to the inboard slat outboard
actuator by a drive shaft through two universal joints. The Krueger seal flap
extends fully as the leading edge slats extend from the fully retracted to the
intermediate (takeoff) position. The drive linkage allows for slat extension to the
fully extended position without further Krueger seal flap extension.
The Krueger seal flap is a two-section structure. The bull nose is operated by
linkage from the seal door.
Maintenance Practices
The Krueger seal flap rotary actuator can be removed by disconnecting at the
flap drive link and the drive shaft input universal joint. An adjustable stop screw
on leading edge structure is used to fair the Krueger seal flap with the wing
leading edge when retracted

INBOARD
SLAT (REF)

WING
LEADING
EDGE

ROTARY
ACTUATOR

ROTARY
ACTUATOR

BULL NOSE

DRIVE SHAFT
FROM INBD SLAT
OUTBD ROTARY
ACTUATOR

INBD

FWD
BULL NOSE

INBOARD SLAT KRUEGER SEAL FLAP DRIVE SYSTEM


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INBOARD SLAT DRIVE AND TRACKS


Description
Each inboard slat is extended and retracted by two control rods each connected
to a rotary actuator arm and a fitting on the aft side of the slat. The main support
for the slat is by an "A" frame at the inboard end, a support arm at the center
and a main track, with emergency down stop, at the outboard end, all mounted
to the wing front spar. The slat is held in position on the main support
components and the control rods by three auxiliary track arms. The slat is
attached to each auxiliary track arm at two places to prevent slat rotation and
provide slat angle positioning by the profiled auxiliary track. The auxiliary tracks
position the inboard slats at 12 degrees when extended to the intermediate or
takeoff position and at 30.3 degrees when fully extended.

PIVOT POINTS
(MOUNTED TO FRONT
SPAR SUPPORT FITTING)

PIVOT POINT
(MOUNTED TO FRONT
SPAR SUPPORT FITTING)

ACTUATOR
CONTROL ROD
WING
LEADING
EDGE

SLAT SUPPORT
STRUCTURE
(INSIDE SLAT)
MAIN SUPPORT
STRUCTURE
(A-FRAME)

ACTUATOR
CONTROL ROD
AUXILIARY
MAIN SUPPORT
TRACK ARM
ARM
(3)
WING LEADING
EDGE

WING LEADING
EDGE

MAIN TRACK

AUXILIARY
TRACK ARM

SUPPORT LINK

ROTARY
ACTUATOR
ARM

ROLLERS
AUXILIARY TRACK
SUPPORT BRACKET

SLAT

EMERGENCY
DOWN STOP
MAIN TRACK

ROLLER
SLAT
MAIN SUPPORT TRACK
(OUTBOARD END)

AUXILIARY
TRACK ARM
AUXILIARY TRACK (3)

INBOARD SLAT DRIVE AND TRACKS


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ACTUATOR
CONTROL
ROD
SLAT CONTROL ROD (2)
(OUTBOARD SHOWN)

B767-3S2F
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OUTBOARD SLAT DRIVE AND TRACKS


Description
Each outboard slat is extended and retracted by two control rods each
connected to a rotary actuator arm and a fitting on the aft side of the slat.
Two main tracks, with emergency down stops, support the slat. These tracks
extend into recesses in the wing fuel tanks when the slats are retracted.
The slat is held in position on the main tracks and control rods by two auxiliary
track arms. The slat is attached to the auxiliary track arms at two places to
prevent slat rotation and provide slat angle positioning by the profiled auxiliary
track. The auxiliary tracks position the outboard slats at 26 degrees when
extended to the intermediate (takeoff) position and at 35 degrees when fully
extended.

ACTUATOR
CONTROL ROD

ACTUATOR
CONTROL ROD

INBD
FWD
MAIN TRACK
MAIN
SLAT SUPPORT TRACK
AUXILIARY
STRUCTURE (TYP)
TRACKS
(INSIDE SLAT)

WING LEADING
EDGE

VIEW LOOKING UP THROUGH


BOTTOM OF WING

TYPICAL FOR ALL OUTBOARD SLATS

ALIGNMENT
FITTING
ROLLER
ROTARY
FRONT SPAR
WING LEADING
ACTUATOR
EDGE
FRONT SPAR
WING
AUXILIARY
LEADING EDGE
TRACK
FWD
SLAT

ROTARY ACTUATOR
ARM
ACTUATOR CONTROL
ROD (2)

FRONT
SPAR

SLAT

SUPPORT
BRACKET

SUPPORT
LINK

ROLLERS
MAIN TRACK

AUXILIARY
TRACK ARM
AUXILIARY TRACK (2)

OUTBOARD SLAT DRIVE AND TRACKS


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MAIN TRACK (2)

EMERGENCY
DOWN STOP

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

SLAT FSEU / PSEU INTERFACE


Operation
FSEU:
The Flap/Slat Electronic Unit (FSEU) controls the slat shutoff valve during
hydraulic motor operation to sequence the flaps and slats and for long-term
system depressurization. The FSEU controls the PDU bypass valves for
hydraulic motor shutdown for uncommanded motion and asymmetry failures.
Inputs to the FSEU for PDU bypass valve operation for uncommanded motion
shutdown and for control of the slat shutoff valve are from flap lever and PDU
rotary variable differential transformers (RVDT). Inputs to the FSEU for PDU
bypass valve operation for asymmetry shutdown are from the proximity switch
electronic unit (PSEU) and a flap lever RVDT. The FSEU uses disagree and
asymmetry signals from the PSEU to control the leading edge fault light and
caution messages. Alternate position selector switch and PDU RVDT inputs
are used by the FSEU for electric motor operation.
PSEU:
The Proximity Switch Electronic Unit (PSEU) monitors proximity sensors on
each slat to detect disagree and asymmetry faults. The PSEU receives flap
lever and alternate position selector switch inputs from the FSEU for disagree
fault detection. The PSEU signals the FSEU when either fault is detected.
The flap position indicator is controlled by a transfer relay controlled by the
FSEU and an intermediate/retract relay controlled by the PSEU.
Maintenance Practices
The FSEU and the PSEU have built-in-test equipment to identify faulted
components in the slat control and indication system.

SECTION 1
- SLAT SHUTOFF VALVE CONTROL
- BYPASS VALVE CONTROL
- UNCOMMANDED MOTION DETECTION
AND SHUTDOWN
- ASYMMETRY/SKEW ANNUNCIATION AND
SHUTDOWN
- SLAT CMD DISCRETE TO PSEU

SECTION 2
- FLAP DISAGREE DETECTION
- SLAT DISAGREE INDICATION
- SLAT COMMAND DISCRETE OUTPUT

SECTION 3
- ALTERNATE MODE CONTROL
- SLAT DISCRETE TO STALL WARNING

BITE INSTRUCTIONS:
Push ON/OFF to start or end BITE display.
Push YES or NO to reply to questions(?).
Push to move down in list.
Push to move up in list.
Push MENU to return to previous menu.

BITE MAIN MENU:


EXISTING FAULTS-Shows existing faults.
FAULT HISTORY-Shows past faults by
flight leg.
GROUND TESTS-Shows list of ground tests.
OTHER FUNCTIONS-Shows other functions.

LE SLAT
PROXIMITY
SENSORS

FLAP LEVER & POSN


SEL SW POSITION

MENU

ON/OFF

YES

NO

FLAP/SLAT ELECTRONIC UNIT


P/N 285T0049SER NO.
MOD LEVEL

CAGE CODE 81205

FMG DATE

THE BOEING COMPANY

MFR
SER
PMR
MOD

PROXIMITY SWITCH
SYSTEM

FSEU (E2-4)

TARGET
NEAR
TARGET
FAR

PRESS/TEST

SLAT DISAGREE

SENSOR CHANNEL SELECT

SLAT ASYMMETRY
SLAT POSITION
SENSOR

VERIFY

BIT

CARD

TARGET

TARGET TEST

L/R STALL
WARNING

RESET

PSEU (E1-2)

LANDING
CONFIG
WARNING

SLAT FSEU / PSEU INTERFACE


B767-3S2F
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TRAINING MANUAL
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ENGINE
IGNITION
CONTROL

B767-3S2F
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

SLAT SYSTEM INTERFACE


Hydraulic Motor Operation
Slat failure protection shutdown, flap/slat sequencing and long-term hydraulic
pressure shutoff are controlled by Flap Slat Electronic Unit (FSEU) section 1
operation of the slat shutoff valve or the power drive unit (PDU) bypass valves.
These control functions require inputs from a flap lever rotary variable
differential transformer (RVDT), PDU RVDT, Flap Stabilizer Position Module
(FSPM), and the Proximity Switch Electronic Unit (PSEU). An alternate arm
switch armed input inhibits failure protection shutdown in FSEU section 1.
Electric Motor Operation
FSEU section 3 controls the electric motors using inputs from the alternate flap
position selector switch and PDU RVDTs. The slat alternate arm switch
operates the PDU bypass valves and engages the electric motor clutches.
Position Indication
The PSEU controls slat position transmitters to position the flap position
indicator synchros to the up and one-half unit positions. The PSEU monitors
proximity sensors on each slat for flap position indication and fault detection.
Fault Annunciation
A leading edge fault light and EICAS disagree message are controlled by FSEU
section 2 using inputs from a flap lever RVDT, alternate arm and position
selector switches, an FSPM, FSEU section 1 and the PSEU. FSEU section 1
controls the asymmetry fault message and inputs to section 2 for illumination of
the leading edge fault light. FSEU section 2 provides flap lever/alternate
position selector switch position to the PSEU for disagree fault detection.

CENTER
HYD SYS
TRAILING
EDGE

LEADING
EDGE

FLAP
LEVER

FLAP LIMIT (IAS)

SHUTOFF
VALVE
FLAP/SLAT
SOV MODULE
CONTROL
VALVE

5
1

15

UP
FLAPS

20
25

RVDT (2)

30

B
ALTN FLAPS
5
1
15
UP

EICAS
A

20

NORM

BYPASS
VALVE

SLAT
DRIVE

ROTARY
ACTUATORS

25
30

LE

TE

ALTN

ALTN

HYDRAULIC
MOTOR

HYD
PRESS

LE SLATS

GEAR
BOX
L/C FSPM
ELECTRIC
MOTOR
E

CLUTCH

FSEU
C

PSEU

HYDRAULIC
ELECTRICAL
MECHANICAL
B

-STALL WARNING
-CONFIG WARNING
-ENGINE IGNITION

SLAT PDU (TYP)

SLAT SYSTEM INTERFACE


B767-3S2F
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RVDT
(2)
PROX
SENSORS
(4 INBD)
(20 OUTBD)

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TRAINING MANUAL
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SLAT HYDRAULIC OPERATION


General
Flap lever operation of the power drive unit (PDU) pilot input arm operates the
control unit input cam, to move the control valve module control valve from the
null position. Center hydraulic system pressure is then provided to the hydraulic
motor through the control valve module bypass valve. Slat drive shaft rotation
operates the control unit follow-up cam to return the control valve to null. When
the control valve is at null and the bypass valve is at normal, there is a hydraulic
lock on the motor to hold the gearbox and slat drive.
Operation
Hydraulic pressure to the motor can be shutoff by the flap/slat shutoff valve
module slat shutoff valve or by the bypass valve in the PDU control valve
module.
Pressure is shutoff to the motor as follows using the Flap/slat shutoff valve
module:
The slat solenoid valve is powered by the flap/slat electronic unit (FSEU) to
close the slat shutoff valve when the slat drive and flap lever are in
agreement or, on retraction, until the trailing edge flaps are up.
If pressure is shutoff at the flap/slat shutoff valve module, the hydraulic lock
remains on the motor.
Pressure is shutoff to the motor as follows using the bypass valve:
The bypass valve is positioned to bypass when the alternate slat system
arm switch is armed or by the FSEU during slat system failure.
If pressure is shutoff by the bypass valve, the motor can be rotated by the
gearbox.

C HYDRAULIC
SYSTEM
PRESS
FSEU
SLAT
SOLENOID
VALVE

SLAT
SHUTOFF
VALVE

FLOW
REG

PRIORITY
VALVE

RETURN
FSEU
FLAP
SOLENOID
VALVE

C2

OUTBD
SLAT PDU

C1

FLAP
SHUTOFF
VALVE
FLAP PDU
CONTROL
VALVE
MODULE

CONT UNIT ASSY

EICAS

INPUT CAM
SLAT SOV
PRESS SW

PRESS

SUMMING
LEVER

PILOT INPUT ARM

UP

FOLLOW-UP CAM

RETURN

DN

OPEN
BYPASS

NULL

FSEU/
ALT ARM
SWITCH

CONT VALVE

PDU RVDT NOT SHOWN


FOR CLARITY REASONS

QUILL SHAFT
(WORM GEAR)

BYPASS

NORM

BYPASS VLV UP

DN

LEGEND

C1 C2
CD

PRESSURE
RETURN
NOTE: INBOARD PDU SHOWN
OUTBOARD IS SIMILAR

GEARBOX

SLAT HYDRAULIC OPERATION


B767-3S2F
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CD
NORM
CLOSED
HYDRAULIC MOTOR
DRIVE SHAFT
ALTERNATE DRIVE
ELECTRIC MOTOR

B767-3S2F
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SLAT ALTERNATE DRIVE CONTROL


General
The slat inboard and outboard Power Drive Unit (PDU) alternate drive electric
motors are controlled by the Flap Slat Electronic Unit (FSEU). The FSEU
receives command inputs from the alternate flaps position selector switch and
slat drive position from rotary variable differential transformers (RVDT) on each
PDU. Using these inputs, section 3 of the FSEU controls relays to provide
power to the reversible electric motors on both PDU.
Operation
The slat alternate arm switch directly controls the bypass valves on the PDU
during alternate drive operation to remove the hydraulic motor lock on the PDU
gearbox. The arm switch also controls power to the FSEU for relay control.
The FSEU compares the command and slat drive position inputs separately in
the inboard and outboard slat systems for individual, closed-loop motor control.
Electric motor turn off does not occur simultaneously on the inboard and
outboard slat systems due to different degrees of extension at the intermediate
(takeoff) and fully extended positions.

LEADING TRAILING
EDGE
EDGE

FLAP LIMIT (IAS)


225K
250K

ALT FLAPS
POSITION
SELECTOR
SWITCH

215K

5
1

205K

20

UP

FLAPS
190K

170K
ALTN FLAPS
5
1
15
UP

Push to move up in list.


Push MENU to return to previous menu.

BITE MAIN MENU:

25
30

ALTERNATE
SLAT ARM
SWITCH

P37

BITE INSTRUCTIONS:
Push ON/OFF to start or end BITE display.
Push YES or NO to reply to questions(?).
Push to move down in list.

15

EXISTING FAULTS-Shows existing faults.


FAULT HISTORY-Shows past faults by
flight leg.
GROUND TESTS-Shows list of ground tests.
OTHER FUNCTIONS-Shows other functions.

MENU

ON/OFF

YES

NO

20
FLAP/SLAT ELECTRONICS UNIT

NORM

P/N 285T0049SER NO.

25
30

LE

MOD LEVEL

TE

CAGE CODE 81205

FMG DATE

THE BOEING COMPANY

ALTN

MFR
SER
PMR
MOD

ALT SLAT RLYS (P37)

ALTN

ALTERNATE SLAT
CONTROL (P3-1)

FSEU (SECT 3) (E2-4)

TO SLAT PDU
BY-PASS VLV

PDU BYPASS
VALVE 1

PDU BY-PASS
VALVE
1
RVDT

ALT DRIVE
ELECTRIC
MOTOR

RVDT

ALT DRIVE
ELECTRIC
MOTOR
GEARBOX
1

CONTROLLED BY
ALT SLAT ARM SW

GEARBOX

INBOARD SLAT PDU

SLAT ALTERNATE DRIVE CONTROL


B767-3S2F
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OUTBOARD SLAT PDU

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SLAT SENSOR/TARGET POSITIONS


General
Each proximity sensor is powered and monitored by the Proximity Switch
Electronic Unit (PSEU) to detect a target near or far condition.
Sensor Location
On the outboard slats the sensor and retract target at the inboard auxiliary track
are mounted further aft on structure and the auxiliary track arm, respectively,
than the sensor/target on the outboard auxiliary track. On the inboard slats the
sensor/targets at the outboard auxiliary track are mounted further aft.
Operation
When the slat is fully retracted the retract target on the auxiliary track arm is
near to the proximity sensor. When the slat is in the intermediate (takeoff)
position the auxiliary track roller ball assembly target is near on the inboard
auxiliary track on the outboard slats and the outboard auxiliary track on the
inboard slats. When the slat is fully extended, the near sensor/targets are
reversed, with the roller ball assembly target near on the outboard auxiliary
track for the outboard slats and the inboard auxiliary track for the inboard slats.
Maintenance Practices
A target out of adjustment or a faulted sensor would be detected by the PSEU
as a slat asymmetry condition. The PSEU built-in test (BITE) would identify the
faulted component by a sensor/target code and sensor or target fault light.
Proximity Sensor/Target Installation
A proximity sensor is installed on wing leading edge structure near the inboard
and outboard auxiliary tracks on each slat. The sensor is actuated by either a
retract target, riveted on the auxiliary track arm, or a roller bolt assembly at the
aft end of the auxiliary track arm that holds the track arm on the track. On each
slat one sensor is installed farther aft on wing structure than the sensor near the
other auxiliary track with its retract target installed the same distance aft on the
auxiliary track arm.

Operation
When the slat is retracted both retract targets are near to their sensors due to
the offset (staggered) sensors and targets.
As the roller bolt assemblies (targets) are in the same position at the aft end of
each auxiliary track arm, one sensor/target is near and one far at the
intermediate slat position with the near/far target positions reversed at the slat
fully extended position.

SENSOR (NEAR)

SENSOR (NEAR)

SLAT 12
T

TAKEOFF
SLAT
MOTION

PS T
FWD

FULLY RETRACTED
POSITION

SENSOR (NEAR)

SENSOR (FAR)

LANDING

T PS
FULLY RETRACTED
POSITION

SLAT 1
TABLE 102
SLAT
NO.

INBD
INTERMEDIATE
FWD
POSITION

PROXIMITY SWITCH
SYSTEM

TARGET
NEAR

PRESS/TEST

SENSOR CHANNEL SELECT

SENSOR (FAR)

VERIFY

BIT

TARGET

FULLY EXTENDED
POSITION
(OUTBOARD SLAT SHOWN)

RESET

ATA 27-80
11/11/13

F
N1

N1
F

N2
N2

F
N1

N1
F

S278 (OUTBD)
S284 (INBD)

N2
N2

F
N1

N1
F

S279 (OUTBD)
S285 (INBD)

N2
N2

F
N1

N1
F

S280 (OUTBD)
S286 (INBD)

N2
N2

F
N1

N1
F

S281 (INBD)
S287 (OUTBD)

N2
N2

N1
F

F
N1

S299 (INBD)
S305 (OUTBD)

N2
N2

N1
F

F
N1

S298 (OUTBD)
S304 (INBD)

N2
N2

N1
F

F
N1

S297 (OUTBD)
S303 (INBD)

N2
N2

N1
F

F
N1

10

S296 (OUTBD)
S302 (INBD)

N2
N2

N1
F

F
N1

11

S295 (OUTBD)
S301 (INBD)

N2
N2

N1
F

F
N1

12

S294 (OUTBD)
S300 (INBD)

N2
N2

N1
F

F
N1

N1 = TARGET NEAR (TARGET ON AUXILIARY TRACK ROLLER BOLT OPPOSITE SWITCH)


F = TARGET FAR (TARGET ON AUXILIARY TRACK ROLLER BOLT OFFSET FROM SWITCH)
N2 = TARGET NEAR (TARGET ON AUXILIARY TRACK ARM OPPOSITE SWITCH)

SLAT SENSOR / TARGET POSITIONS


Page - 141

N2
N2

S277 (OUTBD)
S283 (INBD)

TARGET TEST

PSEU

B767-3S2F

S276 (OUTBD)
S282 (INBD)

SENSOR (NEAR)

SENSOR CARD

EFF - ALL

A
B
C
SLATS FULLY
SLATS
SLATS FULLY
INTERMEDIATE
RETR
EXTENDED

TARGET
FAR

SENSOR/
TARGET
CODE

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

B767-3S2F
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

SLAT SENSORS AND TRANSMITTERS


PDU Position Transmitters
The slat Power Drive Unit (PDU) rotary variable differential transformers
(RVDT) are powered and monitored by the Flap Slat Electronic Unit (FSEU).
One RVDT on each PDU is powered by and inputs to FSEU section 1, RVDT
two is powered by and inputs to FSEU section 3. A failed RVDT causes display
of the FLAP/SLAT ELEC status/maintenance messages. FSEU testing
indicates the failed RVDT by a Existing Fault message.
RVDT two on the outboard PDU is also monitored for correct rig voltage when
the slats are retracted and altitude is above 20,000 feet or airspeed is above
270 knots. A Ground Test will display the RVDT Misrig Existing Fault message..
The flap lever and slats must be in the UP position when testing for this fault.
A misrig condition will be indicated by the FLAP SLAT ELEC message.

INBOARD
SLATS PDU

CONTROL
UNIT
RVDT COVER

RVDTS

A
CONTROL
UNIT

RVDT 1

CLAMP CLAMP BOLT


(2 ON EACH RVDT)

SCREW, WASHER
(6)

GEARBOX
OUTBOARD SLAT PDU
(VIEW LOOKING INBOARD)

INBD
RVDT 2

A-A
(RVDT COVER REMOVED)
NOTE: INBOARD PDU RVDT(S) ARE
SIMILAR TO OUTBOARD PDU RVDT(S)

ELECTRICAL NULL
ALIGNMENT MARKS
RVDT

SLAT SENSORS AND TRANSMITTERS


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B767-3S2F
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

SLAT PSEU BITE


General Description
The Proximity Switch Electronics Unit (PSEU) monitors slat system proximity
sensors and targets to detect faults and signal the Flap/Slat Electronic Unit
(FSEU) for protective shutdown and display of the slat asymmetry and disagree
indications.
LE Slat Asymmetry
A slat system sensor or target fault causes the slat asymmetry fault indications.
The PSEU BITE will show the faulted component when tested.
System test code 506 is used to test only the leading edge slat system;
target test is used to test single sensor/target inputs.
LE Slat Disagree
A faulted slat normal or alternate command discrete input to the PSEU from the
FSEU can cause the slat disagree fault indications. PSEU BITE will show the
faulted input when tested.

BITE INSTRUCTIONS (AIRCRAFT MUST BE ON GROUND)


NOTE: IF NO BITE RESPONSE, PRESS PRESS/TEST & TARGET TEST
SWITCHES SIMULTANEOUSLY TO RESET.
A-MEMORY RECALL AND RESET
PRESS BIT SWITCH TO DISPLAY FAILED LRU.
PRESS BIT SWITCH AGAIN FOR NEXT LRU.
PRESS RESET SWITCH TO CLEAR MEMORY.
NOTE : LRU(S) ARE DISPLAYED ON A LAST IN - FIRST OUT BASIS.
B-SYSTEM TEST
SELECT TEST CODE WITH CHANNEL SELECT:
CODE 500 CARGO DOOR CONTROL
CODE 501* ALL T/R SYSTEMS
CODE 502* ENTRY DOOR CONTROL
CODE 503 DOOR SYSTEM

CODE 504 LG SYSTEM NO. 1


CODE 505 LG SYSTEM NO. 2
CODE 506 LE SLATS
CODE 507 ALL SYSTEMS

* NOT INSTALLED ON ALL AIRPLANES


ALL OTHER CODES = ALL SYSTEMS PLUS MEMORY TEST.

CODE
BITE INSTRUCTIONS:
Push ON/OFF to start or end BITE display.
Push YES or NO to reply to questions(?).
Push to move down in list.
Push to move up in list.
Push MENU to return to previous menu.

BITE MAIN MENU:


EXISTING FAULTS-Shows existing faults.
FAULT HISTORY-Shows past faults by
flight leg.
GROUND TESTS-Shows list of ground tests.
OTHER FUNCTIONS-Shows other functions.

MENU

ON/OFF

YES

NO

FLAP/SLAT ELECTRONICS UNIT


P/N 285T0049SER NO.
MOD LEVEL

MFR
SER
PMR
MOD

CAGE CODE 81205

FMG DATE

THE BOEING COMPANY

PRESS VERIFY SWITCH. FAILED LRU IS DISPLAYED AT END OF TEST.


PRESS VERIFY SWITCH AGAIN FOR NEXT LRU.
C-TARGET TEST(DISPLAY DELAYED APPROX. 5 SECONDS)
SELECT SENSOR CHANNEL WITH CHANNEL SELECT SWITCH.
PRESS TARGET TEST SWITCH TO DISPLAY POSITION OF TARGET.

FSEU (E2-4)

DISPLAY
CODE 000 MEMORY RECALL (BIT) COMPLETE.
CODE 001-016 FAILED CARD WITH CARD LIGHT. CODE INDICATES
CARD SLOT NUMBER (001-007 LEFT SIDE, 008 BITE
MODULE, 009-016 RIGHT SIDE). SEE NOTE BELOW
FOR CARD 001-004 OR 013-016 FAILURE.
CODE 150-305 FAILED SENSOR WITH SENSOR LIGHT OR FAILED TARGET
WITH TARGET LIGHT, CODE INDICATES SENSOR ITEM
NUMBER EXCEPT FOR RIGHT THRUST REVERSER.
CODE 400-409 SUBSYSTEM INPUT POWER FAILURE.
CODE 421-428 DISCRETE INPUT FAILURE.
CODE 888 LAMP TEST (PRESS/TEST).
CODE 999 SYSTEM TEST (VERIFY) COMPLETE.
CODE AAA AIRCRAFT IN AIR MODE.
CODE CCC SYSTEM TEST (VERIFY) IN PROGRESS. (FLASHING).
CODE DDD DEACTIVATED OR NOT INSTALLED ON THIS AIRPLANE.
CODE EEE MEMORY CLEARED (RESET).
NOTE: PROXIMITY CARD FAULT (CODES 001-004 OR 013-016)
DURING VERIFY TEST OR TARGET TEST MAY BE CAUSED
BY DAMAGED SENSOR OR TARGET BEING LESS THAN .03
INCHES FROM RECTANGULAR SENSOR. INTERCHANGE CARD
WITH GOOD CARD. REPLACE CARD IF FAULT FOLLOWS. IF
SAME SLOT IS FAULTED AGAIN, PERFORM TARGET TEST
ON EACH SENSOR FOR THAT CARD SLOT (SEE INSIDE TABLE).
THE CARD FAULT LIGHT WILL ILLUMINATE WHEN THE
MISRIGGED OR DAMAGED SENSOR IS TESTED.

TARGET
NEAR
TARGET
FAR
PRESS/TEST

SENSOR CHANNEL SELECT

Page - 145

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L SLAT #1 OUTBD
L SLAT #2 OUTBD
L SLAT #3 OUTBD
L SLAT #4 OUTBD
L SLAT #5 OUTBD
L SLAT #6 INBD
L SLAT #1 INBD
L SLAT #2 INBD
L SLAT #3 INBD
L SLAT #4 INBD
L SLAT #5 INBD
L SLAT #6 OUTBD
R SLAT #12 OUTBD
R SLAT #11 OUTBD
R SLAT #10 OUTBD
R SLAT #9 OUTBD
R SLAT #8 OUTBD
R SLAT #7 INBD
R SLAT #12 INBD
R SLAT #11 INBD
R SLAT #10 INBD
R SLAT #9 INBD
R SLAT #8 INBD
R SLAT #7 OUTBD

400
401*
402*
403*
404*
405*
406
407
408
409

CARGO DOOR CONTROL


T/R IND LEFT
T/R IND RIGHT
T/R AUTO RESTOW L
T/R AUTO RESTOW R
ENTRY DOOR CONTROL
DOOR SYSTEM
LG SYSTEM #1
LG SYSTEM #2
LE SLATS

421
422
423
424
425
426
427
428

LDG GR LVR DOWN 1


LDG GR LVR DOWN 2
SLAT CMD TO RET 1
SLAT CMD TO RET 2
SLAT CMD TO T/O 1
SLAT CMD TO T/O 2
SLAT CMD TO LDG 1
SLAT CMD TO LDG 2

28V DC INPUT POWER

DISCRETE INPUTS

SENSOR CARD

TARGET

VERIFY

TARGET TEST

BIT

RESET

SLAT PSEU BITE


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305

PROXIMITY SWITCH
SYSTEM

PSEU (E1-2)

LEFT FRONT DOOR

SENSOR (TARGET)
LEADING EDGE SLATS

TRAINING MANUAL
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CODES 423-428 FROM


FSEU M545

RIGHT FRONT DOOR

B767-3S2F
Page - 146

ATA 27-80
11/11/13

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

SLAT ASYMMETRY INDICATION


General
The Proximity Switch Electronic Unit (PSEU) monitors each slat to detect a
difference between left and right wing slat positions (asymmetry). Inboard and
outboard slat system PSEU proximity card logic signals, based on sensor/target
near or far position, input to the PSEU logic card to detect an asymmetry
condition in either system. There are two logic position signals from the
proximity card to the logic card for each slat. On the logic card the two left
inboard and two right inboard position signals are grouped separately. On the
outboard slat system the ten left and ten right position signals are grouped
separately. The logic card also groups the position signals by slat position retracted, intermediate (takeoff) and fully extended.
Operation
The PSEU detects an inboard or outboard slat asymmetry condition when the
proximity card position signals to the logic card show a difference between the
left and right groups for any of the slat positions, e.g. the position signals for the
outboard slat system show all sensor/targets near in the left group and one
sensor/target far in the right group at the intermediate (takeoff) position.
When an asymmetry is detected, a PSEU driver inputs a signal to the flap slat
electronic unit (FSEU). The signal is latched until the asymmetry signal from
the PSEU is removed. If an asymmetry shutdown is latched, by moving the flap
lever, the asymmetry latch can be reset by cycling the alternate slat arm switch
if the PSEU has removed the asymmetry signal. If an asymmetry latch is set for
longer than four seconds (ten seconds in alternate drive), the slat light and LE
SLAT ASYM caution message are displayed. The indication will be displayed
until the FSEU asymmetry latch is reset.
Maintenance Practices
Slat asymmetry indication is caused by an actual asymmetry resulting from a
disconnected slat drive system or a slat sensor or target fault.

L/R STALL
WARNING

LANDING
CONFIG
WARNING

ENGINE
IGNITION
CONTROL

28V AC FAIL
LEVER OR SLAT
PDU XMTR FAIL

FLAP/SLAT ELEC (S,M)


LE SLAT ASYM (B)

OUTBD SLATS

L OUTBD SLAT
POSITION
R OUTBD SLAT
POSITION

SHUTDOWN

SLAT
ASYM

LEADING
EDGE

OUTBD ASYM

HYD OPER
PSEU

LE LIGHT
4S

OUTBD ASYM

ALT OPER

10 S

FSEU (SECT 1)

NOTE: OUTBOARD SHOWN


INBOARD IS SIMILAR

SLAT ASYMMETRY INDICATION


B767-3S2F
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ATA 27-80
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EICAS

ASYM S/D

EFF - ALL

TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

B767-3S2F
Page - 148

ATA 27-80
11/11/13

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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

SLAT DISAGREE INDICATION


General
The proximity switch electronic unit (PSEU) compares slat position signals from
proximity sensors at each slat with flap lever or alternate flap position selector
switch position inputs from the flap slat electronic unit (FSEU) to detect a slat
disagreement.
Operation
When the flap lever is moved during primary drive slat system operation or the
alternate flap position selector switch is moved during alternate operation, the
PSEU sends a disagree signal to the FSEU. When the proximity sensors show
agreement with slat command the PSEU removes the disagree signal. A PSEU
disagree input is inhibited in the FSEU when any of the following conditions
exist.
Either inboard or outboard slat PDU is moving toward the flap lever or
alternate flap position selector switch position (command) in primary or
alternate operation
The flap drive is moving toward the flap lever position in primary operation
The slats are commanded up in primary or alternate operation and the
flaps are not retracted
A slat asymmetry condition exists
If the PSEU disagree signal is present after the inhibits are removed, the FSEU
causes display of the LEADING EDGE light and LE SLAT DISAGREE caution
message after ten seconds.
Maintenance Practices
Slat disagree indications are displayed when the PSEU detects all sensors in
the inboard or outboard group in disagreement with command.
This condition is caused by a jammed slat drive, command input without
hydraulic or electrical drive power, or a faulted FSEU flap lever or alternate
position selector switch position input to the PSEU.

SLAT DISAGREE
INBD
SLAT
POSITION

SLAT SEQUENCE
DURING RETRACT
FLAPS MOVING
TOWARD CMD POSN
INBD SLATS PDU MOVING
TOWARD CMD POSN

10

FLAP/SLAT ELEC
(S,M)

COMMANDED

POSITION

28V AC FAIL
L FSPM FAIL
FLAP LEVER
POSN XMTR
FAIL

PSEU

LE SLAT DISAGREE

(B)

ALTN FLAPS
5
1

FLAP
LEVER
POSN

UP

20

SW = NORM
NORM

25
30

LE

ALTN
FLAP
POSN
SW

EICAS COMPUTERS

15

TE

ALTN

ARMED

LEADING TRAILING
EDGE
EDGE

FLAP LIMIT (IAS)


225K

ALTN
250K

SLAT ASYM
(SECT 1)

FSEU
(SECT 1)

15
20

UP
25

FSEU (SECT 2)
NOTE : INBOARD SLATS SHOWN
OUTBOARD SLATS SIMILAR

ATA 27-80
11/11/13

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190K

170K

FLAP INDICATOR
(P3-1)

SLAT DISAGREE INDICATION


Page - 149

205K

FLAPS
30

B767-3S2F

215K

5
1

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B767-3S2F
Page - 150

ATA 27-80
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TRAINING MANUAL
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SLAT ASYMMETRY AND FAILURE PROTECTION SHUTDOWN


Operation
Asymmetry Protection Shutdown:
An asymmetry condition detected by the Proximity Switch Electronic Unit
(PSEU), in the inboard or outboard slat systems, is signaled to the Flap Slat
Electronic Unit (FSEU) for protective shutdown. The asymmetry signal is
latched in the FSEU and annunciated until the signal is removed by the PSEU.
If the flap lever is moved with a latched asymmetry, the FSEU energizes the
inboard or outboard slat fail protection and asymmetry relay to bypass the
hydraulic motor. The shutdown and asymmetry annunciation are latched and
will not reset if the PSEU removes the asymmetry signal. Cycling the alternate
slat arm switch on and off will reset the asymmetry shutdown latch, de-energize
the fail relay, and energize the bypass valve normal relay to restore hydraulic
motor operation and clear the asymmetry annunciation.
Failure Protection Shutdown when: The FSEU compares the flap lever and
power drive unit (PDU) transmitters (RVDT) to detect uncommanded movement
of the inboard or outboard slat systems. If the slats are moving away from the
flap lever position, the FSEU operates the fail relay to bypass the hydraulic
motor. The failure shutdown latch can be reset by cycling the alternate slat arm
switch to de-energize the fail relay, energize the normal relay and restore
hydraulic motor operation. The latch also resets when the flap lever is up and
the slats are retracted.
Maintenance Practices
When the inboard or outboard fail protection and asymmetry relay is energized,
other than by an asymmetry shutdown latch, LE SLAT SHUTDOWN status and
maintenance messages will be displayed. Cycling the alternate slat arm switch
on and off will clear the message and restore hydraulic motor operation by
positioning the bypass valve from the bypass to the normal position.

115V AC
STBY BUS

FSEU SENSOR
POWER XMTR

28V DC

SLAT ALT ARM SW

P37

NORM

SLAT BYPASS

VLV NORMAL
RELAY

UNCOMMANDED MOTION

XMTR 1

28V AC
POWER
SUPPLY

SLAT MOVING

BYPASS

AWAY FROM POSN

SLAT BYPASS
VALVE

SLATS = LEVER

SLAT PDU

ALT ARM SW ARMED

LATCH
TO ALT
ELEC MOTOR
(CLUTCH)

SLAT XMTR FAILURE


FLAP XMTR FAILURE
ASYMMETRY (SHUTDOWN)
1

A
XMTR 2
FLAP LEVER

LEVER MOVEMENT

S/D
LATCH

ALT ARM SW ARMED

SLAT XMTR FAILURE

INBD SLAT
FAIL PROT
AND ASYM
RELAY

FLAP XMTR FAILURE


ASYMMETRY (NO SHUTDOWN)
1
ALT ARM SW ARMED

LE SLAT

SHUTDOWN

PDU POSN = LEVER

PSEU (E1-2)

LEVER IN DETENT

LATCH

ASYMMETRY
ANNUNCIATION

SLAT ASYM

FSEU (SECT 1)
NOTE: INBD SHOWN
OUTBD IS SIMILAR

CYCLE THE ALT SLAT ARM SW TO RESET

SLAT ASYMMETRY & FAILURE PROTECTION SHUTDOWN


B767-3S2F
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ATA 27-80
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TRAINING MANUAL
FOR TRAINING PURPOSES ONLY

(S/M)
EICAS