Agt-Usb 72 27

AGT-‐MTM-‐72
ATR 72 100/ 200
© AGT S.A.S- ALL RIGHTS RESERVED- FOR TRAINING ONLY

PW 120 Engine
T1 & T2 Course
ATA Chapter 27: FLIGHT CONTROL

Revision 0 -‐ OCT 15
AGT- Aero Ground Training
Pépinière d’entreprises
Parc d’innovation de Mescoat
20800 Landerneau
France
contact@aerogroundtraining.com
www.agt-France.com
FOR TRAINING PURPOSES ONLY
NOTICE
The material contained in this training manual is based on information obtained from
the aircraft manufacturer’s Flight Crew Operating Manual and Aircraft Maintenance
Manual. This manual is to be used for familiarization and training purposes only.
At the time of printing it contained then current information. In the event of conflict
between data provided herein and that in publication issued by the manufacturer or the
EASA/ FAA, that of the manufacturer or the EASA/ FAA shall take precedence.
We, at AGT S.A.S want you to have the best training possible. We welcome any
suggestions you might have improving this manual or any other aspect of our training
program.
MAINTENANCE TRAINING MANUAL ATR 72 100/ 200
T1 & T2 GENERAL FLIGHT CONTROLS
EFFECTIVITY FOR TRAINING PURPOSES ONLY PAGE N°3

ALL Document: AGT-‐MTM-‐72 27 REV 0. OCT 2015
T1 & T2 GENERAL FLIGHT CONTROLS
General
Control of the aircraQ is achieved using the following movable surfaces :
-‐ Ailerons and Tabs
-‐ Rudder and Tabs
-‐ Elevators and Tabs
-‐ Flaps -‐ Spoilers.
The ailerons, rudder and elevators are mechanically and aerodynamically balanced. They are connected to the controls in the flight
compartment by means of mechanical linkages.
Elevator aerodynamic moment is compensated for by tabs with balance and trim func[ons.
Aileron and rudder aerodynamic moment is compensated for by a spring tab.
The trim tabs are controlled electrically.
The tab control mechanisms are of the dual load path construc[on.
Locking mechanisms protect the ailerons, rudder and elevators against gusts of wind on the ground. The rudder is protected by a
damper.

Flap and Spoiler Controls Hydraulic Power Supply
In normal opera[on the flap and spoiler controls are supplied by the Blue hydraulic system.
In the case of failure of the Blue electric pump a crossfeed valve permits Green hydraulic system pressure to be used for the hydraulic
flight controls.

T1 & T2 FLT CONTROLS ELECTRICAL POWER

T1 & T2 FLT CONTROLS ELECTRICAL POWER
Flight Controls Electrical Power Supply
In normal opera[o circuits remain correctly supplied.
In case of failure of both DC generators and before the TRU (Transformer Rec[fier Unit) system is manually ac[ved by the crew, supply
to all flight control electrical circuits is cut except for the circuits connected to EMER BUS bar (trim controls) supplied from emergency
babery and for the circuits connected to ESSENTIAL BUS and STBY BUS bars (wing flap posi[on indica[ng and control), supplied from
main babery.
In this same failure case, the main babery may be discharged further to several engine start abempts ; only the EMER BUS bar is then
supplied by the emergency babery. However, supply of STBY BUS bar from the emergency babery is possible through manual ac[on on
babery selector switch (UNDV/OVRD).
As soon as TRU system is selected ''ON'', the contactors 95PA, 96PA and 97PA transfer the above busses from the baberies to TRU
output.

NOTE: This schema[c diagram shows the flight control electrical supply in normal flight configura[on.
Ground electrical supply and failure supply configura[ons are not shown.

T1 & T2 AILERON MECHANICAL CTL


AILERON AND TAB
General
Roll control is performed by two ailerons which include a spring tab, and two spoilers.
-‐ Spoiler control
-‐ Aileron and tab control
The trim func[on is performed by the leQ aileron tab

The deflec[on value of the tab in the trim func[on is indicated in the flight compartment.
Interface :
-‐ Auto Pilot
-‐ Digital Flight Data Recorder

MECHANICAL CONTROL
Aileron Control
General
Both control columns operate the two ailerons mechanically.
The linkage is composed of :
-‐ an interconnec[on between the two control wheels in the form of two cable loops connec[ng the drum of each control wheel to two
quadrants abached at ends of torque tube.
In these loops, cable tension is not regulated.
-‐ a cable loop in the fuselage, with tension regula[on, connects the tension regulator, linked with a quadrant abached at end of torque
tube, to the aQ quadrant.
-‐ rods in the wing.


T1 & T2 AILERON CABLE TENSION REGULATOR
Component DescripMon
Cable tension regulator
The func[on of the cable tension regulators is to maintain cable tension between 20 and 25 daN in the absence of a command for all
temperatures encountered on the ground or in flight.
To check that regulator is correctly compensa[ng for ambient temperature a pointer is abached to one quadrant and a calibrated scale
to the other quadrant.
To permit certain maintenance opera[ons provision has been made for immobiliza[on of the quadrants using a maintenance tool.

T1 & T2 AILERON TAB OPERATION
explana[on

Aileron Tab Control
The leQ spring tab input linkage is duplicated from the trim actuator moun[ng points to the spring tab input bellcrank.
The right spring tab input linkage is duplicated from the spring moun[ng points to the spring tab input bellcrank.
Consequently, no single rupture can cause the loss of the linkage between the aileron moun[ng points and the spring tab.
The spring tab operates mechanically. Its deflec[on rate with respect to the aileron varies in propor[on to aerodynamic resistance to
aileron deflec[on.




Adjustment Provisions and SpecificaMons
Control wheel travel is limited by one leQ stop and one right stop which are adjusted to 107° either side of the neutral posi[on.
Control wheel travel without control stretching : ± 63° (nominal)
Upward aileron deflec[on : 14°
Downward aileron deflec[on : 14°
Aileron deflec[on is limited by one upper and one lower adjustable stop.
Spring tab deflec[on is limited by two stops to ±13.3°.
The tab upper and lower stops are adjustable.
S[ffness of the four leaves (installed on aircraQ) : 3.3 m.daN/d at aileron/tab input lever level.
Adjustment provisions :
Rigging pins are installed at seven points :
-‐ one in each cable quadrant in the forward fuselage
-‐ one in each cable quadrant in the center fuselage sec[on
-‐ one in each control wheel
-‐ one on each tab control input lever.
Semng of the tab to the correct neutral posi[on is carried out by adjustment of rod between the input lever and the tab.
Turnbuckles installed on all cables permit tension adjustment when no tension regulator is provided, or length adjustment when a
tension regulator is provided.
An adjustment graph permits adjustment of control column cables with respect to ambient temperature.
An adjustable rod is located in each wing.

T1 & T2 AILERON POSITION TRANSMITTER

T1 & T2 AILERON TRIM

T1 & T2 AILERON TRIM
TRIM -‐ AILERON
General
Aileron trim is performed by varying the neutral posi[on semng of the leQ aileron spring tab with respect to the aileron.
Aileron trim tab control is electrical and features the following :
-‐ an aileron TRIM control switch installed on the center pedestal
-‐ an electrical trim actuator
-‐ 28VDC EMER BUS bar power supply.
Electrically controlled tab deflec[on supplements spring tab deflec[on.
The value of the trim func[on deflec[on is indicated in the flight compartment (Ref. Chapter 27-‐15).

Aileron trim control switch
The aileron trim control switch includes two rockers which are operated simultaneously; two microswitches are associated with each
rocker. When a rocker is moved to the leQ or to the right it closes one of these microswitches.
Movement to the leQ or to the right of both rockers commands clockwise or counterclockwise rota[on of the trim tab actuator motor.
AQer release of the rockers they are brought to the stable neutral posi[on by return springs causing the actuator motor to stop
immediately as its winding circuit is automa[cally closed.
Return to the neutral posi[on by a single rocker is sufficient to cut supply to the motor.
In AP mode :
-‐ The trim control is inhibited as long as an out-‐of-‐trim is not detected by AP system.
-‐ When a trim control is required, ''RETRIM ROLL L (R) WING DN'' is provided on the ADU.
-‐ An inhibi[on logic prevent the crew to trim the aileron in the wrong direc[on.

T1 & T2 AILERON TRIM ACTUATOR
Aileron trim actuator

The aileron trim actuator is iden[cal to those used for rudder
and elevator trim
The actuator comprises a DC electric motor, a reduc[on gear,
two screw-‐type output shaQs, two end of travel microswitches
and a posi[on transmiber.
The motor is of the permanent magnet type with two separate
windings. Upon energiza[on (28VDC) of one winding, the motor
rotates at a constant speed specific to this winding.
The screw-‐type output shaQs ensure that trim is irreversible.
The construc[on of the actuator, from its abachment points to
the output shaQs is fail safe (the aileron tab can be controlled in
the normal way in the event of failure of a single component).
The two end of travel microswitches are series-‐connected with
the power supply of one of both windings via a wiring outside
the actuator.
The posi[on transmiber sends a synchro signal to the trim
posi[on indicator. A desiccant cartridge in the actuator absorbs
any ambient humidity. A window in the actuator permits visual
inspec[on of the desiccant product color (blue : dry; pink :
humidity) from outside.
The following maintenance opera[ons will be necessary :
-‐ visual inspec[on of the desiccant product color and
replacement of the cartridge if necessary
-‐ lubrica[on of the actuator
-‐ replacement of the motor carbon brushes.

T1 & T2 AILERON INTERFACE
Interface
A. Auto Pilot
An AP roll actuator for the Auto Flight Control System is connected to a quadrant linked to the right aQ quadrant on the aileron control by
means of a cable.
B. Digital Flight Data Recorder
The posi[on of the ailerons is transmibed to FDAU, then to the DFDR, by a posi[on transmiber synchro signal. The posi[on transmiber is
linked by a rod to the aileron control leQ bellcrank at the fuselage-‐to-‐wing junc[on.
The posi[on of each aileron control is transmibed to the DFDR by a posi[on transmiber synchro signal. The posi[on transmiber is
directly linked by a rod to the associated aileron.
The posi[on transmiber is of the synchro type. An approximate adjustment to electrical zero is obtained by alignment of marks on the
body of the transmiber and its shaQ. Precise adjustment to electrical zero is performed using a synchro reader.

T1 & T2 TRIM POSITION INDICATION


INDICATING
General
Deflec[on values of the tabs (leQ aileron, rudder and right elevator) commanded by the trim are indicated in the flight compartment on
a trim posi[on indicator.
Indica[ons are elaborated from signals sent by the trim actuator mounted posi[on transmibers. Signals are sent by the posi[on
transmiber stators in the form of synchro signals.
The trim posi[on indicator receives two electrical signals which move the indicator pointer in propor[on to the actuator posi[on.
The electrical supply is provided by 26VAC BUS1 bar.

Trim PosiMon Indicator
The trim posi[on indicator gives the posi[on of all three trim actuators.
A green zone indicates elevator trim deflec[on limits for take-‐off.
Electrical, indicator or signal failure is shown by the pointer concerned moving to a stop outside the indica[on zone. Pitch scale is
graduated in tab degree deflec[on, yaw and roll scales are graduated in frac[on of the total authority.
B. Posi[on Transmibers
The posi[on transmibers are treated together with the trim actuators (Ref. Chapter 27-‐12, paragraph 2B).

T1 & T2 TRIM SWITCHES

T1 & T2 RUDDER CONTROL

T1 & T2 RUDDER CONTROL
RUDDER AND TAB
General
Yaw control is performed by a rudder which includes a spring trim tab.
A Travel Limita[on Unit (TLU) installed on rear quadrant area reduces the rudder deflec[on at high speed.
A releasable centering unit installed on rudder input shaQ stabilizes the natural Dutch roll of the aircraQ when the rudder pedals are
free.
The trim func[on is performed by the spring tab

The value of rudder trim tab deflec[on is indicated in the flight compartment

Interface :
-‐ Auto Pilot
-‐ Braking

T1 & T2 RUDDER MECHANICAL CONTROL

MECHANICAL CONTROLS
General
The rudder linkage composed of rods and a cable, is controlled by the Captain's or First Officer's pedals. It operates the spring tab by
means of a rod and the rudder by means of a 4-‐leaf spring.
The Captain's and First Officer's pedals are connected by rods under the flight compartment. The neutral posi[on of each pedal assy is
adjustable from a handle installed under the instrument panels.

The pedals are linked to a force detector rod which produces movement of the forward quadrant.
A cable loop links the forward and aQ quadrants.
The tension of the cable in this loop is not regulated.

A releasable centering unit is installed in the aircraQ aQ sec[on. When the pedals are free, the load threshold of the device maintains
the control linkage immobilized in order to stabilize the natural Dutch roll. This device is automa[cally centered on the linkage posi[on
every [me a trim command is applied, and is inhibited when the yaw damper is ac[ve.

The spring tab input linkage is duplicated from the trim actuator moun[ng points to the spring tab input bellcrank and from the
releasable centering unit input to the tab input bellcrank. Consequently, no single failure can cause a loss of tab control and the
simultaneous loss of control from the pedals and centering func[on through the load threshold.
The spring tab operates automa[cally. Its deflec[on rate with respect to the rudder varies in propor[on to aerodynamic resistance to
rudder deflec[on.
A damper is installed on the rudder. The damper has two func[ons :
-‐ provide for rudder damping when this surface is actuated by the pilots during taxi.
-‐ protect the rudder from wind gusts by absorbing shocks against its stops when the aircraQ is parked on the ground.

T1 & T2 RUDDER PEDALS ADJUSTMENT


T1 & T2 SPRING TAB MECHANISM
springtab

T1 & T2 RUDDER ADJUSTMENT PROVISIONS
Pedal travel is limited to ±12.7° by two adjustable stops.
Rudder movement limited by structural stops is ±31.5° (damper removed).
Rudder movement limited by stops in the damper is ±30°.
Spring tab maximum deflec[on is limited by two adjustable stops to ±20° either side of the neutral posi[on.
Tab zero posi[on is shiQed by 3° to the leQ of the rudder profile.
The rudder pedal neutral posi[on adjustment range is 85.7 mm aQ and 80.0 mm forward.
S[ffness of the four spring leaves : 3 daN at pedal/tab deg.
(pedal Rad = 0.4572 m) represen[ng 1.63 m.daN/tube deg. at rudder input tube.

Adjustment provisions
-‐ Adjustable rods :
. rudder pedal interconnec[ng rod on RH side
. forward quadrant input rod
. spring tab input rod in rudder
. rod connec[ng aQ quadrant to rudder input lever
-‐ Turnbuckles installed on the cables permit cable adjustment.

Rigging pins are inserted at the following points :
-‐ one in each pedal junc[on bellcrank on RH and LH sides.
-‐ one in the forward quadrant
-‐ one in the aQ quadrant.
-‐ one in spring tab stop bellcrank

T1 & T2 RELEASABLE CENTERING UNIT

Force Detector Rod
The force detector rod includes a microswitch which changes state when a 30 daN load is applied to the pedal.
This causes the yaw damper to disengage (then ''AUTO PILOT'').

Releasable Centering Unit Assembly
The releasable centering unit assembly is comprised of a centering device which transmits to the linkage a constant centering moment
towards the control trimmed posi[on.
Upon applica[on of +28 V (in conjunc[on with a trim command or yaw damper ac[va[on), the centering moment is cancelled upon
electromagne[c clutch release and the device is automa[cally centered on the posi[on taken by the control linkage.

Characteris[cs
-‐ centering moment at input lever : increases linearly from 1.0 m.daN (9.6 daN at pedal) to 1.2 m.daN threshold (11.5 daN at pedal) at
full deflec[on.
-‐ input lever maximum travel : ±51° (±41 ° at rudder)
The applica[on of a moment comprised between 1.7 and 2.8 m.daN to the input lever will cause compression of input lever internal
stops through clutch slipping.
The centering posi[on is then shiQed by the amount of compressed length.

Centering [me aQer clutch release : < 0.3s.

T1 & T2
Interface
Auto Pilot
An auto pilot yaw actuator is connected to a quadrant on the rudder aQ quadrant by means of a cable.
A force detector rod is installed between the rudder pedals and the forward quadrant.
It controls Auto Pilot disengagement upon applica[on of a 30 daN load to the pedals.
Braking
Rota[on of pedals about their axes controls braking.
Digital Flight Data Recorder
Rudder posi[ons are transmibed to the DFDR by a posi[on transmiber.
This is linked to the rudder control by a rod.


T1 & T2 MECHANICAL STOPS AND ADJUSTMENT

T1 & T2 RUDDER POSITION TRANSMITTER

T1 & T2 RUDDER TRIM CTL SCHEMATIC

T1 & T2 RUDDER TRIM ACTUATOR INSTALLATION

T1 & T2 RUDDER TRIM ACTUATOR INSTALLATION
TRIM -‐ RUDDER
General
Rudder trim is performed by varying the neutral posi[on semng of the spring tab with respect to the rudder.
Rudder trim tab is electrical and features the following :
-‐ a rudder trim control switch installed on the center pedestal
-‐ an electrical trim actuator
-‐ 28VDC EMER BUS bar power supply.
Rudder trim tab deflec[on is indicated in the flight compartment (Ref. Chapter 27-‐25).

Opera[ng the trim control switch closes the supply circuit of one actuator winding and the supply circuit of the centering unit clutch, thus
causing the mechanism to center on the new posi[on of the linkage.
When the switch is released, the load threshold is set to the new posi[on of the linkage.

Rudder Trim Control Switch
The rudder trim control switch includes two levers; two microswitches are associated with each lever. Movement in either direc[on of
either lever results in the closure of one microswitch.
Movement to the leQ or to the right of both levers commands clockwise or counterclockwise rota[on of the actuator motor. AQer release
of the levers they are brought to the stable neutral posi[on by return springs causing the actuator motor to stop immediately as its
winding circuit
is automa[cally closed.
Return to the neutral posi[on by a single lever is sufficient to cut supply to the motor.

Rudder Trim Actuator
The rudder trim actuator is iden[cal to the one used for aileron trim

SpecificaMons
Rudder trim tab deflec[on is limited by two stops in the trim actuator.
Trim tab deflec[on to either side of rudder : ± 16° approx.
Stop-‐to-‐stop trim tab deflec[on [me is 15s.

T1 & T2 RUDDER TRAVEL LIMITING UNIT

TRAVEL LIMITATION
General
The travel limita[on unit limits rudder deflec[on when aircraQ speed is greater than 195 Kts (VTLU).
It is located on rudder rear quadrant shaQ.
This, on and off type system, has two posi[ons :
-‐ ''full authority'' posi[on : non-‐limited rudder deflec[on,
-‐ ''reduced authority'' posi[on : limited rudder deflec[on.
The travel limita[on unit comprises :
-‐ a variable stop mechanism using an electric actuator,
-‐ an automa[c normal control circuit using discrete speed signals delivered by the two ADCs (informa[on VFe 15),
-‐ a normal control monitoring circuit performed by modules 1A and 2A of the mul[func[on computers,
-‐ a stand-‐by control circuit from a three posi[on protected switch (panel 25VU),
-‐ a FAULT indicator light (panel 25VU),
-‐ a blue ''LO SPD'' indicator light (panel 404VU),
-‐ a normal control electrical power supply from a +28V normal bus bar (main bus bar 2 28VDC).
-‐ a stand-‐by control electrical power supply from a +28V emergency bus bar (Emer bus bar VDC).



Travel Limiter Unit (TLU)
The travel limita[on unit is designed with dual load transfer channels (failure of a component does not entail the loss of travel limita[on
at high speed).
The unit comprises :
-‐ One electrical actuator, possessing two output shaQs, iden[cal to those used for the aileron control trim, rudder control trim and
elevator control trim.
It has two speeds (electrical motor with two seperate coils):
. high speed coil corresponding to normal control,
. Low speed coil corresponding to stand-‐by control.
The posi[on synchro, included in the actuator, is used for monitoring the normal control.
-‐ Two V-‐shapped hollow cams integral with the rudder rear quadrant shaQ.
-‐ Two ar[culated levers, controlled by the actuator.
Each lever is equipped with a roller which, when the actuator is retracted, posi[ons itself into the ''V'' groove or the corresponding cam.
In this posi[on the cam/roller assembly makes the stop limi[ng rudder deflec[on (''reduced authority'' posi[on).

T1 & T2 RUDDER TRAVEL LIMITING UNIT / TLU
A Travel Limita[on Unit (TLU) installed on rear quadrant area reduces the rudder deflec[on
at high speed

The travel limita[on unit is fibed on the

aircraQ rear sec[on and is connected to the
rudder control mechanism to limit the pedals
travel in order to prevent any damage to the
rudder components when flying at high speed


T1 & T2 TLU
The travel limita[on unit is designed with dual load transfer channels (failure of a component does not entail the loss of travel
limita[on at high speed).

The unit comprises :
-‐ One electrical actuator, possessing two output shaQs, iden[cal to those used for the aileron control trim, rudder control trim and
elevator control trim.

It has two speeds (electrical motor with two seperate coils):
. high speed coil corresponding to normal control,
. Low speed coil corresponding to stand-‐by control.

The posi[on synchro, included in the actuator, is used for monitoring the normal control.
-‐ Two V-‐shapped hollow cams integral with the rudder rear quadrant shaQ.
-‐ Two ar[culated levers, controlled by the actuator.

Each lever is equipped with a roller which, when the actuator is retracted, posi[ons itself into the ''V'' groove or the corresponding
cam. In this posi[on the cam/roller assembly makes the stop limi[ng rudder deflec[on (''reduced authority'' posi[on).

T1 & T2 TLU


T1 & T2 TLU OPERATION
Opera&on
''Reduced authority'' and ''full authority'' posi[ons depend on the state of actuator.

''Reduced authority'' posi[on : The actuator retracts and engages the rollers into the ''V'' cams, rudder deflec[on is limited by the cam/
roller ar[ficial stops.

''Full authority'' posi[on : the actuator extends and releases the rollers from the ''V'' cams.
Rudder deflec[on is no longer limited.

In normal opera[on :
-‐ Actuator retrac[on is automa[c when the two ADCs indicate an aircraQ air speed Vc greater than 195 kts.
-‐ Actuator extension is automa[c when at least one ADC indicates an aircraQ air speed lower than 190 kts

The dura[on of each maneuver is 15 seconds approx. (actuator ''high speed'' coil).

In the retracted posi[on, a microswitch at end of travel cuts-‐off the motor power supply. In the extended posi[on, the motor power
supply is cut-‐off by a [me delay relay (30 seconds)

In stand-‐by opera[on :
Actuator retrac[on and extension are controlled by a 3 posi[on selector switch (panel 25VU)
The dura[on of each maneuver is 30 seconds approx. (actuator ''low speed'' coil)
In retracted and extended posi[ons, the motor indefinitely withstands power supply with rotor stopped (absence of microswitches at end
of travel)

T1 & T2 TLU
Control and IndicaMng.

-‐ On panel 25VU, the following can be found : a ''FAULT'' indicator light and a selector switch (protected under a cover) with three self-‐
held posi[ons.
-‐ On panel 404VU an ''LO SPD'' indicator light comes on when the travel limiter unit is in ''full authority'' posi[on.
-‐ Two relays controlled by the two TLU discretes delivered by the two ADCs, ensure the power supply of ''high speed'' motor in both
control direc[ons.

T1 & T2 TLU

T1 & T2 TLU CONTROL
The monitoring of the normal control is performed in numerical logic (SOFT) by modules 1A and 2A of MFC1 and MFC2.
This logic compares the real posi[on of the actuator, given by the posi[on synchro, with the VTLU reference ; in the case of
disagreement the logic will deliver :
-‐ A discrete signal (Ground) to illuminate the FAULT indicator light.
-‐ A numerical signal transmibed by the ARINC BUS bar to modules 1B and 2B to trigger the associated crew aler[ng system warning :
. Illumina[on of ''MASTER CAUTION'' light,
. Illumina[on of the ''FCT CTL'' light (crew aler[ng panel),
. Triggering or the ''single chime'' aural warning.
Also, this logic monitors :
-‐ The posi[on of the actuator posi[on synchro, the failure of which illuminates the FAULT indicator light and triggers the associated
crew aler[ng system warnings.
-‐ The coherence between the VFe 25, VTLU and VMo signals of each ADC.
-‐ The effec[vity of the ADC signals. In case of failure of the two ADCs, the two relays of normal control are no longer excited, which
causes the return of the actuator control to ''reduced authority'' posi[on. FAULT indicator light comes on reminds the crew to select,
with the stand-‐by control, the correct posi[on for the travel unit.

NOTE :
-‐ The posi[on of the travel limiter unit is taken into account for the ''take off config.'' test : warnings are triggered if the TLU is not in
''full authority'' posi[on although the synchro is faulty.
-‐ One A module is sufficient to ensure the monitoring of the TLU

T1 & T2 TLU FAULT INDICATION

T1 & T2 TLU MAINTENANCE TEST
Maintenance Test
The maintenance test consists in periodically checking the validity of the normal control monitoring. For this :
-‐ By selec[ng travel limita[on with the stand-‐by control :
The FAULT indicator light must come on and the associated warnings must be triggered because Vc < VTLU.
-‐ By selec[ng no travel limita[on with the stand-‐by control and simula[ng Vc > VTLU with the ADC test :
The Fault indicator light must come on and the associated warnings be triggered.
To check the duplica[on of the monitoring, these tests must be made once with module 1 A shut-‐off and once with module 2A shut-‐off.

NOTE : The VTLU indica[on comprises a 5 Knot hysteresis (triggering at 195 kts at increasing speed and at 190 kts at decreasing speed).

T1 & T2 ELEVATOR AND TABS

T1 & T2 ELEVATOR AND TABS
ELEVATOR AND TAB
General
Pitch control is performed by two elevators each equipped with a tab.
The elevators and tabs in their balance func[on are mechanically controlled.
The pitch trim func[on is performed by the same two tabs but electrically controlled.

The deflec[on value commanded by the pitch trim is indicated in the flight compartment.

A stall warning system, a s[ck pusher and two s[ck shakers are installed.

Interface :
-‐ Auto Pilot
-‐ Centralized Crew Aler[ng System

T1 & T2 ELEVATOR CONTROL LOCATION

T1 & T2 ELEVATOR MECHANICAL CONTROL

MECHANICAL CONTROL
Elevator Controls
General
The Captain's and First Officer's control columns operate the corresponding elevator (LH side or RH side) by means of :
-‐ one dynamometric rod (under the flight compartment floor),
-‐ one cable tension regulator (under the flight compartment floor),
-‐ one cable run (in the fuselage),
-‐ rods (in the ver[cal stabilizer).
The Captain's and First Officer's linkage is connected by a pitch uncoupling mechanism located in the horizontal stabilizer.

Cable tension regulators
The func[on of the tension regulators is to maintain cable tension between 20 and 25 daN in the absence of a command for all
temperatures encountered on the ground or in flight.
The tension regulators are iden[cal to those installed on the aileron controls.

T1 & T2 CABLE TENSION REGULATOR


T1 & T2 PITCH UNCOUPLING MECHANISM
Pitch uncoupling mechanism
The pitch uncoupling mechanism is installed between the last elevator control bellcranks.
A symmetrically forked cam is abached to the leQ bellcrank shaQ. A roller mechanism abached to the right bellcrank shaQ is held
engaged on the cam by means of a leaf spring.
If rota[on of either shaQ is opposed by the other shaQ outside defined limits the roller is forced out of the cam groove, momentarily
compressing the spring and the two shaQs uncouple.
This closes a microswitch, causing :
-‐ illumina[on of MASTER WARNING lights
-‐ illumina[on of PITCH DISCONNECT warning light on crew aler[ng panel
-‐ ac[va[on of repe[[ve chime
Recondi[oning of the mechanism can only be performed on the ground by use of a manual tool or by means of a remote control from a
control pushbubon switch installed on the maintenance panel in the flight compartment to an electrical actuator installed close to the
pitch uncoupling mechanism.

Remote control of the pitch uncoupling mechanism.
The recondi[oning by means of the remote control is only available on ground.
The control logic takes into account the two informa[ons :
-‐ gust lock control lever in ON posi[on
-‐ weight on wheels.
Pressing the momentary switch 6CB energizes through the control relay 4CB (1) the electrical actuator which pushes the roller inside a V
-‐ profile cam by means of a lever.
When connected, PITCH DISCONNECT warning stops to be steadily illuminated and starts to flash.
This alarm is generated by MFC1 or MFC2 if MFC1 is invalid.
When the momentary switch is released, the actuator starts to retract and the PITCH DISCONNECT light con[nues to flash as long as the
actuator is not fully retracted.
When the actuator is fully retracted, the limit switches changeover causing the PITCH DISCONNECT to ex[nguish.
The PITCH DISCONNECT warning can be checked using a rotary selector on the leQ maintenance panel.

Force detector rod
The force detector rod includes two microswitches which change state when 10 daN (22.48 lbf) are applied on the control column one
for pitch down and the other one for pitch up ac[on. This causes the pitch AP to disengage.

T1 & T2 PITCH UNCOUPLING
PITCH UNCOUPLING
The Captain's and First Officer's linkage is connected by a pitch uncoupling mechanism located in
the horizontal stabilizer.



T1 & T2 ELEVATOR CLUTCH


The recondi[oning by means of the remote control is only available on ground.
The control logic takes into account the two informa[ons :
-‐ gust lock control lever in ON posi[on
-‐ weight on wheels.
Pressing the momentary switch 6CB energizes through the control relay 4CB (1) the electrical actuator which pushes the roller inside a V
-‐ profile cam by means of a lever.
When connected, PITCH DISCONNECT warning stops to be steadily illuminated and starts to flash.
This alarm is generated by MFC1 or MFC2 if MFC1 is invalid.
When the momentary switch is released, the actuator starts to retract and the PITCH DISCONNECT light con[nues to flash as long as the
actuator is not fully retracted.
When the actuator is fully retracted, the limit switches changeover causing the PITCH DISCONNECT to ex[nguish.

T1 & T2
Interface
Auto Flight
An auto pilot pitch actuator is connected to a quadrant on the elevator control leQ aQ quadrant by means of a cable.

Elevator posi[ons are transmibed to the DFDR by a posi[on transmiber.
This is linked to the leQ elevator by a rod.

Centralized Crew AlerMng System
Disconnec[on of the Captain's and First Officer's channels is signaled in flight compartment by the illumina[on of master WARNING
light and PITCH DISCONNECT warning light on crew aler[ng panel and by ac[va[on of repe[[ve chime.

T1 & T2 ELEVATOR MECHANISM
Balance trim tab movement Stops and adjustable devices

T1 & T2 ELEVATOR MECHANISM
Tab Control
The pitch trim actuator moves the tabs, hinged to the elevators, by means of a bellcrank, an ar[culated rod and a fixed bellcrank on
each tab.
Lengthening or shortening of the two pitch trim actuator output shaQs changes the tab neutral posi[on with respect to the elevators.
Deflec[on of the elevators results in an automa[c and opposite deflec[on of the tabs.
Both tab control linkages are mechanically duplicated so that control of the tab is maintained in the event of failure of a single
component.

Control column travel is limited for nose-‐down and nose-‐up al[tudes by adjustable stops to 8.75° nose down, 13.25° nose up.
Control column travel without control stretching : 6.75° nose down (nominal),
11.25° nose up (nominal)
Upward elevator deflec[on : 23°
Downward elevator deflec[on : 13°

Elevator deflec[on is limited by a fixed upper and a fixed lower stop.

Tab deflec[on : -‐(0.6 x elevator max. deflec[on)
Tab zero posi[on is shiQed by approx. 2.5° down with respect to control surface profile
Stops have not been provided between the tabs and elevators.

T1 & T2 ELEVATOR TRIMS
Posi[on transmiber Trim actuators

TRIM -‐ ELEVATOR
General
Elevator trim is performed by varying the neutral posi[on semng of the elevator tabs with respect to the elevators.
Pitch trim control features the following :
-‐ two normal pitch trim control switches, one on each control wheel
-‐ a standby pitch trim control switch (STBY PITCH), on center pedestal
-‐ two iden[cal electrically-‐operated trim actuators connected by a flexible rota[ng shaQ
-‐ a 28VDC EMER BUS bar power supply
-‐ a 28VDC BUS 2 and 28VDC EMER BUS emergency power supply
-‐ a pitch trim actuator deflec[on asymmetry warning.

Electrically controlled elevator tab deflec[on supplements automa[c tab deflec[on.
The value of the trim func[on deflec[on of the right tab is indicated in the flight compartment .

Normal Pitch Trim Control Switches
These two control switches each include two rockers which must be simultaneously actuated in the same direc[on to have the
command executed.
When both rockers are pressed on either side they close the microswitches of the associated circuit. When the rockers are released they
are brought to the stable neutral posi[on and the circuit opened.

Standby Pitch Trim Control Switch
The standby pitch trim control switch has three posi[ons :
One stable neutral posi[on and two unstable opera[ng posi[ons.
In normal configura[on, the switch is guarded in neutral posi[on.
In standby control configura[on, guard raised, placing lever in extreme posi[on causes 4 contacts to move to the working posi[on and
the 4 other contacts to remain in the rest posi[on.
In the center posi[on, the 8 contacts are in the rest configura[on.

Electrical Elevator Trim Actuators
The electrical elevator trim actuators are iden[cal to those used for rudder and aileron trim

Flexible Sha\
A flexible shaQ between the actuator reduc[on gears synchronizes the 2 trim actuators in both opera[ng direc[ons and permits driving
of one actuator by the other in case of failure.

MulMFuncMon Computers (MFC)
When the shiQ of signals from the LH and RH trim actuator synchro transmibers is > 0.7°, the actuator control is inhibited (power
supply cut-‐off). This inhibi[on is generated by module 1B or 2B of the mul[func[on computers.

T1 & T2 ELEVATOR TRIM CONTROL
NOTE: RH TRIM

POSITION IS
USED FOR FDAU
& ASYM
MONITORING

OperaMon
Normal OperaMon
The safety of on-‐board equipment resides on the existence of two separated channels for motor excita[on, one to connect an input to
the +28V, the other to connect the other input to the ground.
For a given order, a relay, controlled by a plate transmits + 28V, another relay, controlled by the second transmits the ground
connec[on (relay pairs 51CG, 53CG for the order in one direc[on and 50CG, 54CG for the order in the other direc[on).

A simple electrical failure does remain hidden :
If a relay cannot be excited this entails the loss of a control, the same goes for a bad contact. If a relay remains in an excited state
(contacts stuck for example) this entails the loss of the control in the direc[on where the relay is not excited.
The normal trim control has priority over the auto-‐trim control.
The closure of one normal control relay is sufficient, by breakage of a con[nuity monitored by the AP, to disengage the AP, if engaged.
-‐ The loss of one of two circuit breakers affected to the normal trim control entails the loss of one motor and the Captain of First-‐Officer
normal control, depending on the circuit breaker.
-‐ When the normal control is ac[vated, the 2 motors (which then operate as generators) generate a small electric current in order to
keep their brushes in good condi[on.

Standby OperaMon
The high speed motors are directly controlled by the stand-‐by selector switch.
When the stand-‐by control is ac[vated :
-‐ The opening of the link between the normal control motors,
-‐ The use of the normal control motors as generators on load resistances, this is performed in order to obtain the same trim winding
[me in stand-‐by control as in normal control.


T1 & T2 PITCH TRIM ASYMETRY

T1 & T2 PITCH TRIM ASYMETRY
. Warnings Associated with Pitch Trim
(1) Take off out of trim range
The leQ trim actuator posi[on transmiber sends a posi[on signal used by the MFC (associated with power levers in max. power posi[on
or ac[on on T.O. CONFIG TEST pushbubon switch) to create a ''configura[on'' warning related to take off trim :
-‐CONFIG
-‐ illumina[on of master WARNING light
-‐ ac[va[on of repe[[ve chime
-‐ illumina[on of FLT CTL warning light on crew aler[ng panel.
(2) Normal operaMon indicaMon
The MFC generates a whooler aural alert in case of trim rota[on exceeding 1 second.
(3) Trim actuator shi\ warning
Monitoring of the shiQ between the leQ and right trim actuators is performed by MFC modules 1B and 2B. For this, they both receive
the informa[on supplied the two actuator posi[on synchros. The monitoring threshold is set at 0.7° of tab.
In the case of a detected fault, relay 52 CG is excited, which:
-‐ prohibits normal and stand-‐by trim control.
-‐ illuminates the PITCH TRIM ASYM cau[on light.
Also, in the case dissymetry detec[on, the Master Cau[on lights comes on the crew aler[ng panel + FLT CTL and SC.

T1 & T2 RH MAINTENANCE PANEL
ATR 72-‐200 ATR 42-‐500
EFFECTIVITY FOR TRAINING PURPOSES ONLY Elevator

27 PAGE N°83
ALL Document: AGT-‐MTM-‐72 REV 0. OCT 2015
T1 & T2
Maintenance
If a pitch trim control switch contact remains in working posi[on for more than 60 seconds or if the 2 contacts of a same control switch
are simultaneously in working posi[on, a message is recorded in the maintenance memory.

T1 & T2 STALL WARNING DETECTION

STALL WARNING
General
Protec[on against stall is ensured by two different devices :
-‐ a primary warning comprising :
. a cricket aural alert ac[vated when the margin between aircraQ angle-‐of-‐aback and stall angle is too small
. a s[ck shaker warning simultaneously ac[vated with the aural alert.
-‐ a secondary warning comprising :
. an ''unavoidable'' warning (s[ck pusher) calibrated to the maximum angle-‐of-‐aback value permimng aircraQ recovery through an
immediate and strong nose-‐down order.

Primary Stall Warnings
General
The primary stall warnings (cricket aural alert and s[ck shaker) are elaborated by the mul[func[on computers (MFC) in func[on of
aircraQ configura[on and signals sent by the alpha probes (LH and RH).

(1) Alpha probes
The alpha probes are installed outside the fuselage at the level of the flight compartment. They send an electrical voltage which is
propor[onal to aircraQ angle-‐of-‐aback via poten[ometers. The four MFC modules receive the signal from these poten[ometers.
(2) MulM FuncMon Computer (MFC)
The ac[va[on order of leQ (right) s[ck shakers is generated by No. 2 (No. 1) computer module B from the electrical signal supplied by
alpha probes.
Angle-‐of-‐aback thresholds from which both s[ck shakers are ac[vated are lower than the s[ck pusher ac[va[on thresholds.
S[ck shakers are then ac[vated before the s[ck pusher.
Threshold value depends only on engagement of airframe de-‐icing.
De-‐ac[va[on threshold is the same as ac[va[on threshold.
(3) SMck shaker
A direct current electric motor rotates an eccentric flyweight.
The unbalance induced by the flyweight causes vibra[on of the gear motor assembly and of the s[ck to which it is fixed :



System OperaMon
The mul[func[on computers compare and process the signals from the two alpha probes and trigger the following primary warnings
when the angle-‐of aback limit is reached :
-‐ cricket aural alert
-‐ s[ck shakers (at base of s[ck).
The angle-‐of-‐aback limit depends on the aircraQ configura[on and on the flight condi[ons (see table) :

Secondary Stall Warning
General
The secondary stall warning (s[ck pusher) is controlled by the mul[func[on computers (MFC) in func[on of the signals sent by the
angle-‐of-‐aback probes.

Angle-‐of-‐aàck probes
See primary warning.
MulMfuncMon computer (MFC)
Ac[va[on of the secondary alarms (s[ck pusher) is generated by MFC modules from the electrical signal delivered by alpha probes.
The triggering values for the secondary alarms (s[ck pusher) depend on the aircraQ configura[on :
-‐ posi[on of flaps,
-‐ al[tude (indicated by the radio al[meter),
-‐ icy condi[ons/take-‐off phase,
-‐ icy condi[ons/cruise.
Each ''MFC 1(2)'' computer is composed of two modules :
-‐ module 1(2)B composed of a numerical part SOFT 1(2)B
-‐ module 1(2)A composed of a numerical part SOFT 1(2)A and an analog part HARD 1(2)A.
In order to ac[vate the secondary warnings (s[ck pusher), signals coming from both MFC 1 and MFC 2 are required.

T1 & T2 INDICATIONS

T1 & T2 STICK SHAKER INSTALLATION

T1 & T2 ALERT CONTROL

T1 & T2 ALERT CONTROL
These signals must be generated by modules HARD 1A and HARD 2A as well as by, at least, one of the SOFT modules of each MFC.
The s[ck pusher actuator triggering signal is inhibited :
-‐ in all digital logic modules (SOFT)
. if the difference between alpha probes is higher than 4°, for more than 10 seconds, in this case, FAULT light is ac[vated (amber FAULT
legend + single chime + master CAUTION light + FLT CTL cau[on light)
. on ground
. during the first ten seconds aQer take-‐off
. in flight, when the aircraQ descends below 500 Q (approach),

NOTE : When the al[tude indicated by one of the modules is lower than 500 feets whereas the IAS speed is higher than 180 kts the
following warnings appear (FAULT legend of STICK/PUSHERpushbubon switch + single chime + master CAUTION light + FLT CTL cau[on
light on CAP).
-‐ in the analog sec[on (HARD) of both modules A :
. when angle-‐of-‐aback value read by modules is lower than 15.5° in normal condi[ons and 10° in icing condi[ons.
-‐ in both modules A ;
. if the difference between the angle-‐of-‐aback value of the ''HARD'' part and the one of the ''SOFT'' part is higher than 2° for more than 5
seconds : in this case the ''FAULT'' light is ac[vated (amber FAULT legend + single chime + MASTER CAUTION light + FLT CTL cau[on
light).

T1 & T2 STICK PUSHER INSTALLATION

T1 & T2 STICK PUSHER INSTALLATION
SMck pusher actuator
This actuator comprises a 28VDC electric motor, a reduc[on gear,a spring rod and an output shaQ.
Actuator irreversibility is ensured by a current-‐off brake connected in parallel with the motor and by a ''rod-‐extended'' mechanical
locking device.
Actuator movement is limited by two end-‐of-‐travel microswitches.
The actuator also includes a control relay and a microswitch for monitoring system opera[on.
Spring rod characteris[cs :
-‐ travel : 85 mm
-‐ opera[ng threshold : 80 daN ± 6.4 daN
-‐ max. load : 170 daN ± 13.6 daN
-‐ [me required for complete retrac[on : < 0.3 s. approx.
-‐ extension [me (resemng) : 1s approx.

OperaMon
The mul[func[on computers compare and treat signals coming from the two alpha probes and, when the angle-‐of-‐aback limit is
reached, trigger the following secondary alarm :
-‐ s[ck pusher.
The angle-‐of-‐aback limit value depends on the aircraQ configura[on and on the flight condi[ons

T1 & T2
FLIGHT CONDITIONS
AIRCRAFT NORMAL ICY CONDITIONS

CONFIGURATION
CRUISE OR TAKE-
TQ≤15 TAKE-OFF OFF SINCE MORE
TQ≥30%!
%! (10 MN) THAN
10 MN
Flaps 0° 22,0° 21,0° 17,4° 13,5°
Flaps 15° 22,5° 21,5° 17,8° 15,0°
Flaps 25° 23,0° 21,5° 18,4° 15,5°
Flaps 33° 23,5° 21,5° / 15,8°

T1 & T2 STICK PUSHER OPERATION
Secondary alarm (s[ck pusher) ac[va[on by computers causes complete retrac[on of actuator and drives through its spring a bellcrank
which pushes elevator control linkage in nose-‐down direc[on.
When actuator starts to retract, a microswitch closes and the two STICK PUSH lights come on in flight compartment.
When the mean value of detected angle-‐of-‐aback signals becomes lower than the angle-‐of-‐aback limit, the actuator is automa[cally
commanded in opposite direc[on.
It then moves to other end of travel thus freeing linkage of all s[ck pusher impulsion.
In the event of unwanted retrac[on of the actuator or the pilot wan[ng to cancel its effect, this can be done by applying sufficient force
to compress the spring rod. Cancella[on of actuator effect can also be obtained by pressing pushbubon switch 3FU. This directly
commands movement of actuator to its stop in the control column-‐free direc[on and causes the OFF legend of pushbubon switch 3FU
to come on.
If pushbubon switch is pushed again, the en[re system is re-‐ac[vated and the OFF legend goes off.

T1 & T2 MAINTENANCE TEST

T1 & T2
Maintenance Test
A periodic test circuit is provided on ''WARN'' sec[on of L maintenance panel 101VU and forms part of the centralized crew aler[ng
system.
A. Test ''YES''
Rotary selector switch placed in YES posi[on, then press ''PTT'' pushbubon switch :
(an angle-‐of-‐aback signal is simulated higher than s[ck pusher ac[va[on threshold)
-‐ cricket aural alert sounds,
-‐ s[ck shakers ac[vated,
-‐ aQer 10 s (10 s inhibi[on aQer take off), CHAN 1, CHAN 2 and both STICK PUSHER indicator lights come on,
-‐ actuator moves to its stop.

NOTE : During the following Tests the icy condi[ons in flight are simulated by placing in ''ON'' posi[on :
-‐ either the ''RUD & L ELEV'' pushbubon switch,
-‐ or the ''AIL & R ELEV'' pushbubon switch.
B. Test ''TEST 1''
Rotary selector switch placed in ''TEST 1'' posi[on, then press ''PTT'' pushbubon switch :
(simula[on of angle-‐of-‐aback signals in ''HARD'' and ''SOFT'' modules of the MFCS : see ''Maintenance Test'' table).
(1) An[-‐icing not selected (see note) :
-‐ leQ column s[ck shaker is ac[vated,
-‐ aQer 5 seconds, ''FAULT'' legend on ''STICK PUSHER'' pushbubon switch comes on, single chime sounds and MASTER and FLT CTL
cau[on lights come on.
(2) An[-‐icing selected (see note) :
-‐ aQer 20 seconds, CHAN 1 and CHAN 2 indicator lights come on,
-‐ the other alerts remain ac[vated.

T1 & T2
C. Test ''TEST 2''
-‐ right column s[ck shaker is ac[vated,
-‐ aQer 5 seconds, ''FAULT'' legend on ''STICK PUSHER'' pushbubon switch comes on, single chime sounds and MASTER and FLT CTL
cau[on lights come on.
-‐ aQer 20 seconds, CHAN 1 and CHAN '' indicator lights come on,
-‐ the other alerts remain ac[vated.
. Test ''TEST 3''

-‐ s[ck shakers are ac[vated,
-‐ aQer 10 seconds, ''CHAN 1'' and ''CHAN 2'' indicator lights come on,
-‐ ''STICK PUSHER'' indicator lights come on,
-‐ s[ck pusher is ac[vated.
-‐ s[ck shakers are ac[vated,
-‐ ''CHAN 1'' and ''CHAN 2'' indicator lights remain on,
-‐ ''STICK PUSHER'' indicator lights go off,
-‐ s[ck pusher is not ac[vated.

T1 & T2 FLAP CONTROL GLOBAL SCHEMATIC
AUTO PILOT

T1 & T2 FLAP CONTROL
FLAPS
General
LiQ augmen[ng for take off, approach and landing is performed by four trailing edge flaps which rotate on hinges located below the
wing.
The flaps can be commanded in four stable posi[ons :
-‐ posi[on 1 : flaps at 0° (cruise)
-‐ posi[on 2 : flaps at 15° (take off)
-‐ posi[on 3 : flaps at 25° (approach)
-‐ posi[on 4 : flaps at 35° (landing) corresponding to an effec[ve posi[on of 33°.
Commands are transmibed by electrical signals. A flap asymmetry detec[on mechanism and a flap un[mely retrac[on warning system
are associated with the control system Control circuit and associated safety devices.
Four hydraulic actuators supplied from an electro-‐hydraulic flap valve means of interconnec[on mechanisms. Interconnec[on
mechanisms and flap hydraulic actua[on.
The posi[on of the flaps is indicated in the flight compartment.

Interface :
-‐ Ground Proximity Warning System (GPWS)
-‐ Mul[func[on Computer (MFC)
-‐ Digital Flight Data Recorder -‐ Auto Pilot

MECHANICAL AND ELECTRICAL CONTROL (FLAPS)
General
The system described in this chapter features :
-‐ a flap control lever which can be moved through a 4 notch gate
-‐ a switch unit
-‐ two computers (MFC)
-‐ retrac[on and extension solenoid valves in flap valve block
-‐ two test circuits

T1 & T2 FLAP CONTROL LEVER

T1 & T2 FLAP CONTROL COMPONENT DESCRIPTION
A. Flap Control Lever
The flap control lever is installed on the center pedestal. It moves through a four notch gate.
The lever is composed of :
-‐ a handle
-‐ a pin abached to the handle
-‐ a spring on the lever which maintains the pin in a normal posi[on in a notch in the gate.
Before changing notches the pilot must raise the handle to compress the spring thereby disengaging the pin from the notch.
B. Flap Control Switch Unit
The flap control switch unit comprises :
-‐ an input lever connected to the flap control lever by a rod
-‐ an input shaQ abached to a cam which controls opening and closing of four microswitches iden[fied S1, S2, S3, S4.
-‐ a brake providing a resis[ve torque of between 0.3 and 1 mN (0.22 and 0.74 Q/lb) to the input shaQ
-‐ an electrical connector.
For each posi[on of the input lever corresponding to a flap control lever preselected posi[on, one microswitch is closed and three open.
Flap electrical control schema[c.
D. Computers
Two separate mul[ func[on computers are performed in digital form (SOFT).
The four modules elaborate :
-‐ flap extension or retrac[on control orders from discrete signals S1, S2, S3 supplied by switch unit microswitches and from analog signals
LT AND RT transmibed by both flap posi[on transmibers Modules 1A and 2A elaborate in analog form :
-‐ flaps un[mely retrac[on warning ''FLAPS UNLOCK''.
When asymmetry is greater than 6,7°, modules 1B and 2B elaborate :
-‐ ''FLAPS ASYM'' flaps asymmetry warning
-‐ Module 1B memorizes failures of microswitches S1, S2, S3 to facilitate maintenance opera[ons.
E. PosiMon Transmièrs
LeQ and right inboard flap deflec[on informa[on is supplied by two posi[on transmibers (one on each inboard flap) of the synchro type.
Each transmiber is connected to the mobile fimng of flap inner hinge via a rod.

T1 & T2 FLAP EXTENSION

T1 & T2 FLAP OPERATION
OperaMon
Flap Extension and RetracMon Control
Placing flap control lever delivers a discrete signal.
This coded discrete signal is integrated in computers.
This causes flap to be power supplied.
Flap movement interrup[on agrees with the selected posi[on.
An EXT electromagne[c flag hydraulic supply lines in flight.
Flap control is inhibited in the four modules when :
-‐ more than one microswitch in switch unit are in energized posi[on,
-‐ no microswitch in switch unit is in energized posi[on,
-‐ an asymmetry condi[on has been detected,
-‐ posi[on transmiber signals are not validated,
Control inhibi[on is performed only if the above condi[ons are detected by at least two modules.


T1 & T2

T1 & T2 CONTROLS AND ALARMS

T1 & T2 COMMAND LOGIC IN THE MFC

T1 & T2 FLAP CONTROL RETRACTION

T1 & T2 FLAP UNTIMELY RETRACTION
Flap UnMmely RetracMon Warning
(1) General
The purpose of this warning is to inform the pilot of un[mely flap retrac[on to counteract any evolu[on of aircraQ toward possible stall
configura[on.
(2) OperaMon
When flaps are commanded to extend, when one of the 15°, 25° or 35° posi[ons is reached, a logic compares the half-‐sum of posi[on
values (RT+LT)/2 read by transmibers, respec[vely with values 12°, 22° and 30° memorized in computers.
Any flap retrac[on not commanded by the crew reaching 12°, 22° and 30° values causes illumina[on of red FLAP UNLOCK light 175WW
and ac[va[on of associated warnings of the centralized crew aler[ng system :
-‐ illumina[on of red master WARNING light
-‐ ac[va[on of repe[[ve chime.

(3) Maintenance test
A periodic test for flap un[mely retrac[on detec[on is provided on ground.
Pressing pushbubon switch 6CV causes energiza[on of retrac[on solenoid valve and inhibi[on of extension solenoid valve. This
simulates an un[mely flap retrac[on; FLAP UNLOCK light comes on and associated warnings are ac[vated.
In order to avoid any inadvertent actua[on of pushbubon switch 6CV in flight causing flap retrac[on, the test is inhibited in flight.
Power supply to pushbubon switch 6CV is cut off aQer take off by a flight/ground condi[on in MFC 1 module A.

T1 & T2 FLAP UNTIMELY RETRACTION

T1 & T2 FLAP ASYMETRY

T1 & T2 FLAP ASYM
AcMvaMon of the Flap Asymetry will produce:

-‐inhibi[on of wing flap extension or retrac[on command in the four
modules,
-‐ ac[va[on of amber FLAP ASYM light 18CV and of associated
warnings of the centralized crew aler[ng system :
. illumina[on of amber master CAUTION light
. illumina[on of amber FLT CTL light

T1 & T2 FLAP ASYMETRY
Asymmetry ProtecMon
General
The purpose of this protec[on is to limit possible asymmetry to 6,7°.

OperaMon
When flaps are commanded to extend or retract, if asymmetry between right wing flaps and leQ wing flaps exceeds 6,7°, a logic causes
-‐ inhibi[on of wing flap extension or retrac[on command in the four modules,
-‐ ac[va[on of amber FLAP ASYM light 18CV and of associated warnings of the centralized crew aler[ng system :
. illumina[on of amber master CAUTION light
. illumina[on of amber FLT CTL light
. ac[va[on of single chime.

Maintenance test
A periodic test to ensure correct opera[on of asymmetry detec[on system is provided on ground.
Pressing test pushbubon 17CV introduces a 10° difference between values read by transmibers; this simulates an asymmetry of more
than 6,7° :
-‐ opera[on of control lever does not cause any flap extension or retrac[on
-‐ amber FLAP ASYM light 18CV comes on and associated warnings are ac[vated.
This test is inhibited in flight by a flight/ground condi[on.

T1 & T2 POSITION TRANSMITTER

T1 & T2
HYDRAULIC ACTUATION AND INTERCONNECTION

General
Each flap is operated by a hydraulic actuator. A flap valve block distributes pressure between the four actuator chambers. The Blue
hydraulic system provides hydraulic pressure.
Inboard and outboard flaps on each wing are connected by a push-‐pull rod. In case of rod failure differences in flap posi[ons are
minimized by a pin abached to the outboard flap pushing against a recess provided for this purpose in the inboard flap.
The two inboard flaps are connected by means of a torque shaQ the rigidity of which is sufficient to maintain differences in flap
posi[ons within acceptable limits.

The hydraulic actua[on system comprises :
-‐ four actuators
-‐ one flap valve block
-‐ connec[on lines
-‐ restrictor units.

T1 & T2 FLAP INTERCONNECTION

T1 & T2 FLAP VALVE BLOCK
Flap Valve Block
The flap valve block includes two solenoid valves opera[ng a
selector valve. The selector valve links the pressure and
return circuits to the user circuits according to the command
sequence.
Blocking valves are inserted in the user ports in the valve
block. Their func[on is to close off these ports in the absence
of a command to the solenoid valves (or in the case of
simultaneous commands to both solenoid valves) in order to
immobilize flaps.
Overpressures due to thermal expansion for example,
occurring downstream of the blocking valves, are maintained
within acceptable values by two relief valves.
A filter is installed in the valve block at the pressure inlet.
Restrictor Units
A block of 2 restrictor units is located at flap valve block
output, on the line supplying the actuator bigger chambers.
Its func[on is to limit the flap opera[ng speed in the
extension direc[on.
Each restrictor unit supplies a symmetrical pair of actuators
in order to obtain symmetrical opera[ng loads.
A restrictor unit is installed at flap valve block output, on the
line supplying the actuator smaller chamber ; its func[on is
to limit the flap opera[ng speed in the retrac[on direc[on.

T1 & T2 ACTUATOR INSTALLATION
Flap Actuator
The actuators are of the sliding rod type. They are
connected to the wing structure and the flap by
means of spherical bearings.

Maintenance procedure :
The spherical bearings must be lubricated at regular
intervals.

T1 & T2 FLAP POSITION INDICATION

T1 & T2 FLAP POSITION INDICATION

General
A posi[on transmiber linked to the flaps (leQ side) sends signals to an
indicator, located in the flight compartment, which enables the
visualiza[on of the flap posi[on.
The transmiber also sends signals to the mul[func[on computers
(MFC) enabling the ''TO CONFIG'' (Take Off Configura[on) alarms to be
generated.
Markings indica[ng flap posi[on are visible from the flight
compartment and are directly painted on flap outer support beams.
Flap posiMon indicator
The posi[on of the flaps is shown on this indicator.
Electrical, indicator or signal failure is shown by the pointer moving to
a stop outside the indica[on zone.
A magne[c indicator labelled EXT comes into view when the flap
extend solenoid valve is energized.
Its repeated ac[va[on in flight with wing flaps extented reveals a
leakage in the hydraulic lock incorporated in the valve block.
PosiMon transmièr
The posi[on transmiber is iden[cal to the one installed on the aileron
controls.
Interface
Centralized Crew AlerMng System
In take off configura[on, the mul[func[on computers (MFC) generate
alarms (''CONFIG'' and ''FLT CTL'' on the crew aler[ng panel as well as
the con[nuous repe[[ve chime) when the flaps are not placed at 15
degrees.
The flap posi[on signal from the posi[on transmiber is sent to the
DFDR.

T1 & T2 FLAP CONTROL

T1 & T2 FLAP CONTROL OPERATION
OperaMon
Energiza[on of the extension solenoid valve (retrac[on solenoid valve not energized) opens the four bigger actuator chambers to line
pressure and the smaller chamber to the reservoir return.
Energiza[on of the retrac[on solenoid valve (extension solenoid valve not energized) inverses hydraulic fluid flow and hence actuator
movement.
The speed of mo[on is limited by the restrictor unit installed on the flap valve block.
When both solenoid valves are de-‐energized hydraulic fluid is kept in the four bigger and the four smaller actuator chambers by means
of the blocking valves in the valve block and the four flaps are immobilized.
While the flaps are moving momentary differences in posi[on are minimized by the mechanical connec[ons. When the flaps are at 0°,
hydraulic pressure is maintained in the smaller actuator chambers and the sliding rods kept against their retrac[on stops.

Specifica[ons and Adjustment Provisions
The stops in the actuators act as stops for the flaps :
-‐ actuator rod at retrac[on stop = flap at 0°
-‐ actuator rod at extension stop = flap at 35°.

Adjustment provisions
The length of the actuator rods is adjustable. This permits adjustment of the flaps to 0°.
The rod linking the flap interconnec[on torque shaQ to the right inner flap is adjustable. This rod is adjusted to align the posi[on of the
right flaps to that of the leQ flaps. The flap posi[on feedback unit control rod is adjustable. This permits adjustment of flap posi[on
microswitch
closing.
The length of the control unit input rod is adjustable.

Specifica[ons :
Overall flap extension [me on ground 0° to 33° : 10s. approx.
Overall flap retrac[on [me on ground 33° to 0° : 18s. approx.

T1 & T2 SPOILERS

T1 & T2 SPOILERS
SPOILERS
General
The two spoilers, one installed on each wing upper surface, have a roll control func[on. The command orders are mechanical and are
transmibed to hydraulic equipment to actuate the spoilers.
Mechanical and electrical spoiler control .
Associated hydraulic system.
Spoiler extension is indicated in the flight compartment.

Interface :
-‐ Auto Pilot

MECHANICAL CONTROL
General
The command orders to the spoilers are transmibed by the aileron control linkage between the control wheels and the spoiler junc[on
bellcranks located next to the ailerons.
AQer the junc[on bellcranks, the system components are :
-‐ a rod
-‐ an input detent lever on the valve block
-‐ a spoiler valve block
-‐ a hydraulic actuator supplied from the spoiler valve block by hydraulic lines
-‐ a spoiler posi[on feedback linkage connec[ng the spoiler to the valve block.

T1 & T2 SPOILERS

T1 & T2 SPOILER VALVE BLOCK AND DETENT LEVER

T1 & T2 ADJUSTEMENT PROVISIONS

T1 & T2 SPOILERS COMPONENTS
Spoiler Valve Block
The two spoiler valve blocks are iden[cal.
They each comprise an input shaQ and a spoiler posi[on feedback shaQ with ends on both sides of the valve block so that it can be
installed either on the right or leQ side.
A schema[c view of the valve block is given Chapter 27-‐64 (Spoiler Hydraulic Actua[on).
The valve blocks have the following func[ons :
-‐ transla[on of roll control commands received by the input shaQs by means of bellcranks with dead play, drive bosses and calibrated
springs
-‐ supply of hydraulic pressure to the spoiler actuators and slaving of the spoilers to commands. A selector valve and a differen[al
transmit movement to the spoiler posi[on feedback shaQ for this purpose.
The spoiler valve block is provided with a rigging pin hole for adjustment of the detent input lever to zero and a marking corresponding
to the spoiler posi[on feedback shaQ zero posi[on.

Detent Input Lever
The base of the detent input lever has four notches which bear on the four hub lugs by means of a spring.
The torque necessary to disconnect the lever arm from its hub is approximately 1.75 m.daN (12.9 lbf.Q) applied to the lever arm. The
corresponding effort applied to the control wheel is approximately 2.9 m.daN (21.4 lbf.Q) applied by one hand.

T1 & T2 SPOILERS HYDRAULIC CONTROL

OperaMon
Rota[on of one of the control wheels causes rota[on of the input shaQs in the spoiler valve blocks. When input shaQ rota[on exceeds
mechanism dead play, the extension command is transmibed to the selector valve of the wing on which the spoiler is to be extended.
The corresponding actuator is supplied un[l the commanded posi[on is reached, then the hydraulic selector valve is closed by
feedback.
The actuators are adjusted so that they are against the retracted stops with ailerons in neutral posi[on ; the only possible movement is
that corresponding to the spoiler extension. The input detent lever on the spoiler valve block input shaQ avoids the possibility that
uncommanded extension of the actuator drives the en[re aileron control linkage.
4. Specifica[ons and Adjustment Provisions
Spoiler deflec[on/aileron deflec[on kinema[c law on ground without aerodynamic load kinema[c is linear :
-‐ spoiler extension is ini[ated for 2.5° aileron/tab input lever deflec[on
-‐ spoiler maximum deflec[on 57° for 14.9° aileron/tab input lever deflec[on (corresponding to an aileron 14° deflec[on and a spring
tab 2,25° deflec[on).

In flight, the input lever deflec[on increases by the sum of the corresponding tab/aileron deflec[ons.

Adjustment Provisions
The rod connec[ng the aileron control linkage to the spoiler valve block is adjustable.
The length of the control rod abached to the spoiler posi[on feedback shaQ is adjustable enabling spoiler extension law to be adjusted.
Rigging pins can be inserted at two points :
-‐ one in each detent input lever on the spoiler valve blocks.

T1 & T2 ACTUATOR INSTALLATION

SPOILERS: HYDRAULIC ACTUATION
General
Both spoilers are operated by a hydraulic actuator. Spoiler valve blocks control hydraulic pressure in the bigger actuator chambers.
Hydraulic power is supplied by the Blue hydraulic system.
The spoiler hydraulic system is composed of :
-‐ two spoiler valve blocks
-‐ two hydraulic actuators
-‐ pressure and return lines.

Hydraulic Actuators
The actuators are composed of :
-‐ a body connected to the structure by means of an end fimng equipped with a spherical bearing.
-‐ a piston and rod equipped with an adjustable end fimng and spherical bearing
-‐ two hydraulic line unions for connec[on of the control and pressure lines.

Maintenance operaMon.
The spherical bearings must be lubricated at regular intervals.

OperaMon
The smaller actuator chamber is under hydraulic pressure while the Blue hydraulic system is pressurized.
Hydraulic pressure in the bigger actuator chamber is controlled from the spoiler valve block and the spoiler posi[on feedback linkage
according to the posi[on commanded.

T1 & T2 SPOILERS INDICATION
INDICATING
General
Flight compartment indica[ng consists of a spoiler
indicator light 3CT with two sec[ons one of which comes
on when a spoiler is extended.
A proximity switch installed in the wing structure below
each spoiler sends an extension signal.
The leQ or right sec[on of the spoiler indicator light 3CT
comes on when the associated spoiler is extended.
Lamps of indicator light 3CT can be tested using circuit LP.

Interface
Auto Pilot
Signals from the proximity switches when spoilers are
extended individually are used by the AP computer to
adapt auto pilot commands. Diodes protect the auto pilot
circuits from signals sent during annunciator lights tests.

T1 & T2 FLT CONTROL GUST LOCK

GUST LOCK SYSTEM
General
A system protec[ng the flight controls against wind gusts on the ground is installed on the aircraQ.
The system includes an aileron electro-‐mechanical locking device, an elevator mechanical locking device and a rudder damper.

Elevator Mechanical Locking Device
The system is comprised of :
-‐ a mechanical locking device immobilizing control surface and tab assemblies.
This device includes a control lever located forward of engine power levers which operates a series of locking units via a linkage
comprising push-‐pull cables, cables, quadrants and gears.
The two elevator control channels are locked by locking units at level of cable tension regulators under flight compartment floor.
Posi[on of the control lever in locking notch (ON posi[on = ailerons and elevators locked) is indicated as follows :
-‐ yellow stripes engraved in control lever handle are visible to the crew
-‐ a mechanical stop linked to the gust lock lever limits power lever travel, thus enabling taxi but not take off.
When in OFF posi[on, the gust lock lever is maintained in this posi[on by the various locking unit springs and by its own spring.

Aileron Electro-‐Mechanical Locking Device
The system is comprised of :
-‐ two mechanical locking devices, each immobilizing one aileron
-‐ each locking device is controlled by a gust lock electrical actuator
-‐ the gust lock electrical actuators are controlled by switches installed on the gust lock lever.

Rudder Damper
-‐ a hydraulic damper is installed between the ver[cal stabilizer and the rudder to slow down rudder speed when it reaches structural
stops.
This damper is also used to dampen out oscilla[ons when rudder is actuated by the pilots during taxi.


T1 & T2 ELEVATOR LOCK

T1 & T2 ELEVATOR & AILERON LOCK
Elevator Locking Device
To perform locking, a roller (installed in locking unit junc[on fork end) driven by a cam, pushes a slider which actuates a locking pin via a
spring :
-‐ if the locking pin is not facing its housing, the spring is compressed.
-‐ When quadrant rota[on brings housing in front of locking pin, the spring will automa[cally cause locking pin engagement.
A cam is connected to a spring which tends to disengage the lock in the absence of a control load.

Aileron Locking Device
(1) Electrical control logic
When the gust lock lever is in ''OFF'' posi[on, 2 switches in the center pedestal are opened and disengage, through a relay logic, the 2
aileron gust lock actuators.
When the gust lock lever is in ''ON'' posi[on, the 2 switches are closed and engage, through a relay logic, the 2 aileron gust lock actuators.
If one switch or the associated relay logic remains open, the 2 aileron gust lock actuators remain engaged or disengaged.
In flight, a relay inhibits the electrical gust lock control.
A + 28VDC and a ground are necessary to engage the 2 aileron gust lock actuators.

(2) Electrical control logic monitoring
The monitoring of the electrical control logic is performed by the MFC modules 1B and 2B.
Each MFC module ac[vates :
-‐ an amber local ''AIL LOCK'' light and associated Master CAUTION light in case of discrepancy between any actuator and any control
switch.
-‐ a red CONFIG warning (through TO CONFIG test or power lever at Max power posi[on) if :
. discrepancy is detected between any actuator and GUST LOCK lever control switches
. any actuator is not released when one power lever is at TAKE OFF power.

T1 & T2 AILERON LOCK


Electrical gust lock actuator
One electrical gust lock actuator is installed in each aileron.
The electrical actuator comprises a DC motor, a reduc[on gear, a tangen[al screw, a roll screw, 4 microswitches and spring box.
2 microswitches are dedicated to aileron gust lock actuator posi[on monitoring.
Locking device
The electrical gust lock actuator pushes a roller through a linkage on a cam.
If the roller is not facing the cam slot, the actuator spring box is compressed and forces the aileron locking due to the cam profile.
When the roller is in front of the slot, the spring will automa[cally cause locking engagement.
In case of rupture downstream of the actuator screw, an addi[onal spring disengages or keeps the roller locking disengaged.

Adjustment Provisions
The damper has an adjustable rod end fimng so that damper travel can be centered on rudder travel.
In the pedestal, the two aileron gust lock switches, which detect the gust lock lever posi[on, are installed on an adjustable plate.

T1 & T2 RUDDER DAMPER

T1 & T2 RUDDER DAMPER
Damper
The damper consists of :
-‐ a body linked to the structure by a spherical bearing end fimng.
-‐ a piston rod/tail rod assy connected to the control surface by a spherical bearing in an adjustable end fimng.
-‐ an[-‐rota[on pad on damper body end fimng.
-‐ a visual indicator for checking the damper hydraulic fluid fill level.

Damper Characteris[cs
The rod displacement force with respect to the damper body increases propor[onally to the square of the displacement speed up to a
force of 150 daN.

Travel is limited by stops at ± 34.
Maintenance opera[ons
-‐ lubrica[on of end fimng bearings every 1000 flight hours
-‐ checking of damper fill level every 1000 flight hours.

T1 & T2 DAMPER CHARACTERISTICS


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ATR 72 100/ 200

© AGT S.A.S- ALL RIGHTS RESERVED- FOR TRAINING ONLY

ATA Chapter 27: FLIGHT CONTROL

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Aileron trim actuator

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The travel limita[on unit is ﬁbed on the

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Control and IndicaMng.

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AGT-‐MTM-‐72