B777 - 06 Flight Controls 1/11

Airspeed

PFC

Inertial
Data

PFC

PFC

Envelope Protection

Angle of
Attack

- Bank angle protection

- Overspeed protection
- Stall protection

Flap
Position

Auto
Pilot

L1
ACE

Center
ACE

Pilot

PCU
L2
ACE

Right
ACE

Flight
Control
Surfaces

PFC : Primary Flight Computers

Analog electrical signals

ACE : Actuator Control Electronics

Digital signals

PCU : Power Control Unit

- Fly-By-W ire : The flight controls are actuated hydraulically but controlled electrically.
- If the indicated airspeed falls below 50kts due to unreliable airspeed, the flight control system
changes to the secondary mode, which does not depend on airspeed.
- The forward control column force needed to m aintain overspeed reduces at high bank angle.

FSD
FSEU

Hydraulic
Motor

FSEU

Electric
Motor

Pilot

F S D : Flap/Slat Drivers

Primary Mode

FSEU : Flap/Slat Electronics Unit

Secondary Mode

Flap/Slat
Surfaces

Alternate Mode

Secondary
Mode

A lternate Mode

SLATS PRIMARY FAIL

Slats are operating in the secondary mode.

FLAPS PRIMARY FAIL

Flaps are operating in the secondary mode.

FLAP/SLAT CONTROL

Flap/slat electronics units are inoperative.

SLATS DRIVE

Slat drive mechanism has failed.

( Both hydraulic and electric drive motors fail )

FLAPS DRIVE

Flap drive mechanism has failed.

( Both hydraulic and electric drive motors fail )

Unable Control

B777 - 06 Flight Controls 2/11

Primary Flight Control System

PITCH

- Elevators,
- A movable horizontal stabilizer : assists the elevators in controlling pitch.
- 2 Ailerons : The ailerons are locked out at high speeds.
- 2 Flaperons : The flaperons also provide added lift by drooping when the flaps extend. ( Flaperons Droop )

ROLL

- 14 Spoilers ( 7 on each wing ) : - assist the ailerons and flaperons in providing roll control,
- serve as speedbrakes.
- Spoilers 4 and 11 are mechanically controlled through a cable from the control wheel. These spoilers are available for roll control until the speedbrake lever
is moved to near the UP position, when they function as speedbrakes only. Spoilers 5 and 10 are locked out at high speed.

YAW

- A dual surface hinged rudder,

MODE

NORMAL

SECONDARY
- No trim reference speed,

- Trim reference speed,

- Elevator feel , displacement
,

PITCH

ROLL

- Autopilot ,

DIRECT

- Both primary & alternate pitch trim levers moves the stabilizer directly.
- Elevator feel flap position : - Flaps down : less force,
- Flaps up : greater force,

- Envelope protection, ( stall, overspeed )

Inoperative Items

- Automatic pitch compensation, ( thrust, flap, gear )

- Autopilot,

- The control wheel pitch trim switches are inhibited

when the autopilot is engaged.

- Automatic pitch compensation,

( thrust change, gear configuration, turbulence, flap / speedbrake configuration, turns to 30 bank angle )

- Wheel to rudder cross-tie : 8 ,

( In-flt, Eng Fail 210kts )

- Aileron control : flap , ( flap up lockout )

- Aileron lockout : , ,
( , lockout )

- Spoiler 5, 10 alw ays lockout,

- Spoiler 5, 10, high speed Lockout,

( depending on altitude and airspeed )

- Speedbrake 4,5,10,11 lo cko ut,

- Auto Speedbrakes ,
- Bank angle protection ( 30 ),
Inoperative Items

- Aileron trim is inhibited when the autopilot is

engaged.

- Pedal feel force : pedal displacement ,

( ),

YAW

- Auto speedbrake,
- Yaw damping degraded,
( for som e failures, it may be inoperative )

- Flap up, down rudder response .

- Flap up, down rudder response .

- Rudder ratio changer deflection ,

- TAC ( thrust 10% ),
- Yaw damping, gust suppression ,

Inoperative Items

Inoperative Items

Gust suppression, TAC,

Gust suppression, Manual rudder trim cancel switch,

TAC, Yaw damping,

B777 - 06 Flight Controls 3/11

Primary Flight Control System - Non Normal

- Multiple control surface failures, such as partial pitch control system loss, and, or partial roll control system loss,

NORMAL

FLIGHT CONTROLS

- Pitch and roll response reduced,

- Full control is retained by the flight crew.
- With the FLIGHT CONTROLS caution message active, the landing is made with less than normal landing flaps.
- displays when the flight control mode has degraded to the secondary mode.
Degraded Functions

Inoperative Functions
- A utopilot,

- Elevator Feel,

SECONDARY

- A uto Speedbrakes,
- Bank angle protection,

FLIGHT CONTROL MODE

- Aileron Lockout,

- O verspeed protection,

- Yaw Damping,

- Stall protection,
- T hrust asym m etry com pensation,

- Rudder Ratio,

- W heel-to-rudder crosstie,
- Gust suppression,

- displays when the flight control m ode automatically reverts to direct m ode.

DIRECT

PRI FLIGHT COMPUTERS

- The ACEs no longer use the PFC commands and operate the flight controls directly from pilot inputs.
- The primary flight computer disc switch is normally left in its guarded AUTO position. In AUTO position,
normal, secondary or direct mode is automatically selected depending on the status of the system.

B777 - 06 Flight Controls 4/11

PITCH CONTROL 1/2

- The left elevator actuators are powered by the left and
center hydraulic systems, and controlled by the left 1 and
center ACEs.
ELEVATORS
- The right elevator actuators are powered by the left and
right hydraulic systems, and controlled by the left 2 and
right A C E s.

Pitch Trim
- The stabilizer is powered by the center and right hydraulic
systems, and controlled by all 4 ACEs.
- On the ground, the stabilizer is positioned directly with the
pitch trim switches on the control wheel, or the alternate
pitch trim levers on the control stand.

- There are 2 stabilizer position indicators, 1 on each side of the control stand.
- The illum inated green band is com puted by the FM C.
- T he allow able range in w hich the stabilize r can be placed for takeoff is based on
airplane weight, CG, and takeoff thrust.
- The green band is not displayed in flight.
- If the stabilizer signal is not available, or is invalid, the greenband and pointer are
not displayed.

A
HORIZONTAL
STABILIZER

- During preflight, a nose gear oleo pressure switch provides an automatic cross-check
of the CG to ensure the correct greenband is selected.
- If the nose gear pressure switch disagrees with the FMC computed stabilizer greenband,
the advisory message, STAB GREENBAND, displays.

Stabilizer Trim in Flight

- Automatic trim with the autopilot engaged,
1. Pitch trim signals change the trim reference speed in the PFCs,
2. The PFCs then send signals through he ACEs to position the elevators,
3. The stabilizer moves to the position required by the new trim reference speed,
4. Then the elevators streamline with the stabilizer.
- The control wheel pitch trim switches are inhibited when the autopilot is engaged.
- With the autopilot disengaged, manual trim is only necessary when changing airspeed.
- The trim reference speed changes approximately 10kts for each second the trim switches
are held.
- T rim m ing to compensate for thrust change, or for configuration change such as flap
extension, is not necessary.
- Moving the control wheel in the opposite direction will override the pitch trim switches.

B777 - 06 Flight Controls 5/11

PITCH CONTROL 2/2

Alternate Pitch Trim Levers

- The levers are spring-loaded to neutral and m ust be moved together.

- In the normal mode changes trim reference airspeed and moves the stabilizer directly,
In the secondary and direct modes, moves the stabilizer directly.
- The alternate pitch trim levers move a set of cables that control the stabilizer directly
in all modes.
- T he stabilizer m oves at a reduced rate if 1 ST C M is inoperative.
- Pitch trim commands from the alternate pitch trim levers will override autopilot pitch
trim com m and, but w ill not disengage the autopilots.
- The levers should not be used with the autopilots engaged.
- The alternate pitch trim levers also have priority over the pitch trim switches.

Stabilizer Cutout Switches

A
HORIZONTAL
STABILIZER

- These switches control hydraulic power use for stabilizer

positioning.

- If you have one switch in cutout and the other in

only 1 stabilizer trim control module operates.

NORM,

B777 - 06 Flight Controls 6/11

PITCH CONTROL - Non Normal

- displays if the respective stabilizer trim control module is inoperative,
- due to auto shutdown signal, or
- respective switch in CUTOUT.

STABILIZER C ( R )

- W ith 1 stabilizer trim control module operational, pitch trim is still available at a reduced
rate through the pitch trim switches and alternate pitch trim levers.

- Both switches in CUTOUT,

STABILIZER CUTOUT

- In normal mode with both switches in CUTOUT, pitch trim is still available. Pitch trim
inputs through the PFCs position the elevator to trim the airplane.

- The warning message, STABILIZER, displays if uncom manded stabilizer motion is detected, or if the stabilizer is inoperative.
- M o v e b oth stab ilize r cu tou t sw itche s to C U T O U T . T he S T A B IL IZ E R w arning m e ssage is re place d b y the S T A B IL IZ E R

STABILIZER

C U T O U T advisory m essage.
- To preserve elevator authority, do not exceed the airspeed at which the STABILIZER m essage occurred.
- T he landing will be m ade w ith less than norm al landing flaps.

B777 - 06 Flight Controls 7/11

ROLL CONTROL 1/2

Ailerons and Flaperons

- The flaperons assists in roll control in high and low speed flight. The ailerons assist in roll control only during
low speed flight. During high speed flight, the ailerons are locked in neutral.
- The flaperons droop to increase lift when flaps are extended to positions greater than 1. There is no flig ht deck
indication for flaperon dro op.
- Each aileron and flaperon is operated by 2 hydraulic systems, and 2 ACEs. Note that all 3 hydraulic systems
power the ailerons and flaperons. If a single hydraulic system is lost, the ailerons and flaperons are still operational.

Spoilers

- When augmenting roll control, the spoilers work asymmetrically, and spoilers 5 and 10 are only available during
low speed operations. Spoiler panels 5 and 10 are locked out during cruise, depending on altitude and airspeed.
- Spoiler 4 and 11 are also mechanically controlled through a cable from the control wheel.
This insure operation of these 2 spoiler panels as long as the left hydraulic system is operational.
- W hen used as speed brakes, the spoilers w ork sym m etrically in pairs. T o achieve sym m etrical speedbrake
operation, each symm etrical spoiler pair is controlled by the sam e ACE, and operated by the same hydraulic
system. If a hydraulic system or ACE is inoperative, the associated spoiler pair is inoperative.
- In the normal mode, when used as speedbrakes, spoilers 5 and 10 are available as ground speedbrakes only.
In the seco ndary and direct m o des, spo ilers 4, 5, 10, and 11 are locked o ut.
- A u to m a tic sp e e d b ra k e s a re n o t a v a ila b le in th e s e c o n d a ry a n d d ire c t m o d e s.
- T here is no lim ita tio n fo r ex tensio n o f speedbrakes in a lan din g co nfig uratio n.

B777 - 06 Flight Controls 8/11

ROLL CONTROL 2/2

Auto Speedbrake Operation
Takeoff

- If the speedbrake lever is not in the DOW N detent w hen the thrust levers are advanced
for takeoff, the speedbrake lever is autom atically driven forw ard to the D OW N position.

Rejected Takeoff

- If the pilot fails to extend the speedbrakes during a rejected takeoff, pulling either reverse
thrust lever to the reverse idle detent automatically moves the speedbrake lever to the UP
position, extending the spoilers.
- During approach with the speedbrake lever in the ARMED position, the lever automatically
moves to full UP when the wheels touch the ground and both forward thrust levers are in idle.

Landing
- If the speedbrake lever is not ARM ED upon landing, selecting reverse thrust m oves the
lever to full U P.

Auto speedbrakes are not available in secondary and direct modes.

Spoiler 5 and 10 are not available in flight as speedbrakes.

Roll Protection Feature

- Bank angle protection aids in preventing excessively high bank angles during turn.
- Bank angle pro tection is com plem ented by the bank pointer on the PF D changing color
to am ber at bank angles exceeding 35 degrees.

Bank Angle
Protection

- The aural " Bank Angle " also sounds as the bank angle passes 35, 40, and 45 degrees.
- If a 35 degree bank is exceeded, bank angle protection will create wheel forces to roll the
airplane back within 30 degrees of bank. This roll command can be overridden by the pilot
through the control wheel.
- Bank angle protection functions in both manual and autopilot operation.

ROLL CONTROL - Non Normal

- displays when 1 or more spoiler pairs fail to operate as signaled.

SPOILERS

- The message is for crew awareness. Spoiler capability for roll and speed control is reduced.
- Auto speedbrakes rem ain operative, but the speedbrakes are less effective.

AUTO
SPEEDBRAKE

SPEEDBRAKE
EXTENDED

- indicates a fault is detected in the autom atic speedbrake system .

- Do not arm the speedbrake lever, as arming may cause inadvertent speedbrake extension.
- After landing, extend speedbrakes m anually.
- Landing flaps selected with speedbrakes extended.
- B elo w 8 00ft R A w ith speedbrakes ex tended.
- Speedbrakes extended and thrust levers not in idle.

B777 - 06 Flight Controls 9/11

YAW CONTROL
- Yaw control is provided by the rudder pedals, the rudder trim system, the rudder ratio system, and the yaw dampers.
- There are 3 power control units, PCUs, which operate the rudder. Each PCU is powered by 1 of the 3 hydraulic
systems, and controlled by right, center, and left 1 ACEs.
- There are no separate yaw dampers on the 777.
- In flight, the PFCs send command signals to the ACEs and to the PCUs for dutch roll damping and turn coordination.
- In secondary mode, yaw damping is available if inertial data is available.
- Yaw damping is not available in direct mode.
- The 777 has no separate rudder ratio unit. The PFCs calculate the amount of rudder deflection required based
on airspeed.
- At low airspeeds, the rudder has full deflection. As airspeed increases, the PFCs gradually reduce rudder deflection.
This assures structural protection for the rudder.
- In secondary and direct modes, rudder response defaults to 2 fixed rates. Flap position determines rudder response.
With flaps up rudder response is less than with flaps down, - F lap s up : le ss rudd er respo n se ,
- F la ps d o w n : m o re rudd er respo n se .
- MANUAL TRIM CANCEL Switch : cancels manual rudder trim in the normal and secondary flight control system modes.
The switch has no effect on rudder trim inputs from TAC.

Gust Suppression
- Gust suppression increases passenger comfort.
- W hen a side gust hits the vertical tail, the gust suppression transducers send signals to the ACEs. The ACEs
send this data to the PFCs to adjust PCU commands to dampen the force of the side gust.

Thrust Asymmetry Compensation ( TAC )

- Thrust Asymmetric Compensation, or TAC, assists the pilot in maintaining directional control after an engine failure.
TAC also assists the plot when thrust levers are split.
- TAC is armed above 70kts, and is operational during manual and autopilot flight.
- TAC is not operational during reverse thrust operations.

Wheel-to-Rudder Crosstie
- A w h eel- to - rudd er cro sstie is available belo w 2 10 kts.
- Control w heel inputs deflect the rudder up to 8 degrees. This allow s the pilot to control the initial effects of
an engine failure by using control w heel inputs only.
- The wheel-to-rudder crosstie is available in normal mode only.

Turn Compensation
- Turn Compensation is only available in normal mode.
- Back pressure not required for banks of 30 degrees or less, Partial compensation for banks of 30 degrees to 60 degrees.

YAW CONTROL - Non Normal

CONFIG RUDDER

- R udd er trim g rea ter than 2 un its a n d takeo ff th ru st se le cte d o n eithe r en g in e.

B777 - 06 Flight Controls 10/11

Secondary Flight Control System ( High Lift Control System )

T he high lift control system operates aerodynam ic controls to increase lift at low er speeds for takeoff and landing.

SLATS

FLAPS

- 7 slats on the leading edge of each wing. ( 1 inboard and 6 outboard slats on each wing )

slat
hydraulic moter

2 krueger flaps

- The krueger flaps provide a seal between the inboard slat and engine nacelle, and are either up or down.
- They extend with the slats at flaps 1.

2 inboard trailing edge flaps

- When flaps 5 is selected, the inboard and outboard trailing edge flaps move to the 5 position.

2 outboard trailing edge flaps

- Positions 5, 15, and 20 move the trailing edge flaps only. Any of these 3 positions can be used for takeoff.

- F lap and slat extension is inhibited w hen airspeed is m ore than 275kts, or w hen above approxim ately 20,000ft altitude.
- This prevents deployment if the flap lever is inadvertently moved. If the flap handle is moved out of UP while the flaps are inhibited, LOAD RELIEF displays.
- Hydraulic - center system,
- A uto s la t, ( flap position 1,5,15,20 stall signal slat fully extended position )
There is no flight deck indication during autoslat operation.

PRIMARY

- S la t lo a d re lief .
- Flap load relief operates for flaps 15 to 30 ( Flap 5 relief ), The flap lever does not move during flap load relief operation.
- Asymmetry protection and uncommanded motion protection are available.
- Electric - autom atically engaged, ( T he slats and flaps are positioned electrically at a slow er speed )
- Because autoslats are unavailable, the slats are fully extended at all flap positions (if airspeed is less than 256 knots) to improve stall
handling characteristics. If airspeed exceeds 256 knots, the slats retract to the midrange position ( the midrange index on the slat
position indicator ), or will not extend beyond the midrange position.
- Slat load relief is available. ( T he slats retract to m idrange and LOAD RELIEF displays )

SECONDARY

- If the slats are UP when secondary mode engages, the slats extend to the down, or gapped position when selecting flaps 1. T his
improves stall handling characteristics. However, if the slats are in the m idrange position when secondary mode engages, they
remain in that position until flaps are retracted to UP, or extended beyond 20.
- F la p lo a d re lie f .
- A sym m etry protection and uncom m anded m otion protection are a va ila b le .
- O n c e e n g a g e d , th e se c o n d a ry m o d e re m a in s e n g a g e d u n til th e fla p s a n d s la ts a re fu lly re tra c te d , o r u n til h y d ra u lic c o n tro l is re s to re d .
- On the ground, secondary electric mode extension or retraction is inhibited when groundspeed is less than 40 knots, center hydraulic system pressure is low,
and two of the following three items are true : - left engine N2 is less than 50 percent,
- right engine N 2 is less than 50 percent,
- prim ary external pow er is available.
- Electric - M anually engaged, ( Alternate m ode m ust be selected manually )
- F la p / S la t e x te n s io n , re tra c tio n F la p ,

ALTERNATE

- Slat m id rang e, F lap 20 - . ( )

- W hen selected, the alternate m ode o verrides flap lever inputs.
- Autoslat, Flap / Slat Load relief, Asymmetry protection, uncommanded motion protection .

B777 - 06 Flight Controls 11/11

Secondary Flight Control System - Non Normals

Mode

EICAS
Indication

EICAS
Messages

Reasons

SLATS
PRIMARY FAIL

Slats are operating in the secondary mode.

FLAPS
PRIMARY FAIL

Flaps are operating in the secondary mode.

Results

- Expanded flap and slat position indication,

- S lats driven electrically at slo w er speed,

Secondary
- Expanded flap and slat position indication,
- F laps driven electrically at slow er speed,

- A lternate m o de m ust be selected m anually,

- When selected, the alternate mode overrides flap lever inputs,
- d isa b le s prim a ry a n d se co n da ry flap / slat m ode o peratio n,
- M ax im um flap ex tensio n in altern ate m ode is flaps 2 0, and
slats rem ain at m idrange,

A lternate

FLAP/SLAT
CONTROL

Flap / slat electronics units are inoperative.

- Automatic flap and slat sequencing does not occur. ho w ever,

du rin g retrac tio n , sla t retra ctio n is in h ib ite d until the flaps
are up.
- It is your responsibility to monitor the alternate flap and slat
indication, and m ove the alternate flap selector to OFF when
the correct flap position is reached.
- Asymmetry / skew and uncommanded motion protection, autoslat,
and flap / slat load relief are not available

SLATS DRIVE

- Slat asym m etry detected,

- Slat drive mechanism has failed.

( B oth hydraulic and electric drive m otors fail )

- H yd ra ulic an d elec tric drive m o to rs fail,

- T he slat positio n indication on E IC A S turns am ber.

- U ncom m anded m otion,

- The slats cannot be repositioned from this failed position.

- D o no t use alternate m o de.

Unable
Control
FLAPS DRIVE

- Flap asym m etry detected,

- Flap drive mechanism has failed.

( B oth hydraulic and electric drive m otors fail )

- H yd ra ulic an d elec tric drive m o to rs fail,

- T he flap po sition indicatio n o n E IC A S turns am ber.

- U ncom m anded m otion,

- The flaps cannot be repositioned from this failed position.

- D o no t use alternate m o de.