INTRODUCTON

GENERAL

LANDING GEAR SYSTEM COMPONENTS

Main Gear and Doors

Main Gear Shock Struts

Torque Links

Main Gear Actuators

Main Gear Uplock Hooks

Uplock and Sequence Actuator

Nose Landing Gear and Doors

Nose Gear Shock Strut

Nose Gear Torque Links

INTRODUCTON
GENERAL

LANDING GEAR SYSTEM COMPONENTS

Main Gear and Doors

Main Gear Shock Struts

Torque Links

Main Gear Actuators

Main Gear Uplock Hooks

Uplock and Sequence Actuator

Nose Landing Gear and Doors

Nose Gear Shock Strut

Nose Gear Torque Links

Nose Gear Actuator

Nose Gear Uplock Hooks

Nose Gear Steering

Shimmy Damper

Landing Gear Control Handle

Safety Switch and Ground

Safety Solenoid

Landing Gear Control Valve

GEAR POSITION INDICATING SYSTEM

System Description

Landing Gear Warning System

Retraction

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Extension
Emergency Pneumatic Gear
Extension

Dump Valve

Emergency Air Storage Bottle

AIRCRAFT WHEELS
Main Gear Wheel and Tires

Nosewheel and Tire

HYDRAULIC BRAKE SYSTEMS

General

Main Wheel Brakes

Reservoir

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Skid Control System
Power Brake Pump

POWER BRAKE AND ANTISKID SYSTEM

Description

Accumulator

Antiskid Wheel Transducer

Power Brake Antiskid Control

Servo/Valve

Antiskid Brake System

Built-In-Test (BIT) System

Parking Brake Valve

Emergency Brake System

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SERVICING
Brake Reservoir
Gear and Brake Pneumatic
System

Brake Accumulator

Tires

Landing Gear Shock Strut

Shimmy Damper

INSPECTIONS
Maintenance Checks

Functional and Operational

Checks

Component Time Limits

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 INTRODUCTION
This chapter presents the landing gear and brake systems for the Citation 500/550/560
Series aircraft. General maintenance considerations are included, accompanied by
functional and operational checks.

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GENERAL
1. The landing gear system is electrically controlled and hydraulically actuated.
2. Each gear assembly consists of a single wheel assembly and an oil-over-air (nitrogen) strut.
3. The nose gear tire is the chined type for water and slush deflection.

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GENERAL
1. The landing gear system is electrically controlled and hydraulically actuated.
2. Each gear assembly consists of a single wheel assembly and an oil-over-air (nitrogen) strut.
3. The nose gear tire is the chined type for water and slush deflection.

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GENERAL
1. The landing gear system is electrically controlled and hydraulically actuated.
2. Each gear assembly consists of a single wheel assembly and an oil-over-air (nitrogen) strut.
3. The nose gear tire is the chined type for water and slush deflection.

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GENERAL
1. The landing gear system is electrically controlled and hydraulically actuated.
2. Each gear assembly consists of a single wheel assembly and an oil-over-air (nitrogen) strut.
3. The nose gear tire is the chined type for water and slush deflection.

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GENERAL
1. The landing gear system is electrically controlled and hydraulically actuated.
2. Each gear assembly consists of a single wheel assembly and an oil-over-air (nitrogen) strut.
3. The nose gear tire is the chined type for water and slush deflection.

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GENERAL
1. The main gear doors are mechanically linked to the main gear struts, so they extend and retract with the main
gear and require no separate actuators.
2. The nose gear has three doors.
3. The aft (spade) door is linked to the nose gear strut, so it extends and retracts with the strut.
4. The two forward (side) doors for the nose gear are actuated through a system of linked rods and torque tubes.
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GENERAL
1. The main gear doors are mechanically linked to the main gear struts, so they extend and retract with the main
gear and require no separate actuators.
2. The nose gear has three doors.
3. The aft (spade) door is linked to the nose gear strut, so it extends and retracts with the strut.
4. The two forward (side) doors for the nose gear are actuated through a system of linked rods and torque tubes.
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GENERAL
1. The main gear doors are mechanically linked to the main gear struts, so they extend and retract with the main
gear and require no separate actuators.
2. The nose gear has three doors.
3. The aft (spade) door is linked to the nose gear strut, so it extends and retracts with the strut.
4. The two forward (side) doors for the nose gear are actuated through a system of linked rods and torque tubes.
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GENERAL
1. The main gear doors are mechanically linked to the main gear struts, so they extend and retract with the main
gear and require no separate actuators.
2. The nose gear has three doors.
3. The aft (spade) door is linked to the nose gear strut, so it extends and retracts with the strut.
4. The two forward (side) doors for the nose gear are actuated through a system of linked rods and torque tubes.
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GENERAL
1. The main gear doors are mechanically linked to the main gear struts, so they extend and retract with the main
gear and require no separate actuators.
2. The nose gear has three doors.
3. The aft (spade) door is linked to the nose gear strut, so it extends and retracts with the strut.
4. The two forward (side) doors for the nose gear are actuated through a system of linked rods and torque tubes.
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GENERAL
1. The main gear doors are mechanically linked to the main gear struts, so they extend and retract with the main
gear and require no separate actuators.
2. The nose gear has three doors.
3. The aft (spade) door is linked to the nose gear strut, so it extends and retracts with the strut.
4. The two forward (side) doors for the nose gear are actuated through a system of linked rods and torque tubes.
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GENERAL
1. The main gear doors are mechanically linked to the main gear struts, so they extend and retract with the main
gear and require no separate actuators.
2. The nose gear has three doors.
3. The aft (spade) door is linked to the nose gear strut, so it extends and retracts with the strut.
4. The two forward (side) doors for the nose gear are actuated through a system of linked rods and torque tubes.
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GENERAL
1. The main gear doors are mechanically linked to the main gear struts, so they extend and retract with the main
gear and require no separate actuators.
2. The nose gear has three doors.
3. The aft (spade) door is linked to the nose gear strut, so it extends and retracts with the strut.
4. The two forward (side) doors for the nose gear are actuated through a system of linked rods and torque tubes.
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GENERAL
1. The main gear doors are mechanically linked to the main gear struts, so they extend and retract with the main
gear and require no separate actuators.
2. The nose gear has three doors.
3. The aft (spade) door is linked to the nose gear strut, so it extends and retracts with the strut.
4. The two forward (side) doors for the nose gear are actuated through a system of linked rods and torque tubes.
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GENERAL
5. So they are mechanically opened and closed as the nose gear extends and retracts.

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GENERAL
1. The actuators for each gear incorporate internal mechanical downlocks to hold the gear in the extended
position.
2. The gear is held retracted by mechanical uplocks that are spring-loaded to lock and hydraulically released.
3. Operation of the gear shall not exceed 4 1⁄2 seconds for retraction and 5 seconds for extension.

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MAIN GEAR AND DOORS
1. Each main gear consists of a wheel and brake, attached to a shock strut suspended by a trunnion.

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MAIN GEAR AND DOORS
1. Each main gear consists of a wheel and brake, attached to a shock strut suspended by a trunnion.

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MAIN GEAR AND DOORS
1. Each main gear consists of a wheel and brake, attached to a shock strut suspended by a trunnion.

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MAIN GEAR AND DOORS
1. Each main gear consists of a wheel and brake, attached to a shock strut suspended by a trunnion.
2. The main gear assembly is hydraulically actuated and retracts inboard.

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MAIN GEAR AND DOORS
1. Each main gear consists of a wheel and brake, attached to a shock strut suspended by a trunnion.
2. The main gear assembly is hydraulically actuated and retracts inboard.
3. Three attach points secure the main gear in the wing, one attach point at each end of the trunnion and one at
the hydraulic actuator.

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MAIN GEAR AND DOORS
1. Each main gear consists of a wheel and brake, attached to a shock strut suspended by a trunnion.
2. The main gear assembly is hydraulically actuated and retracts inboard.
3. Three attach points secure the main gear in the wing, one attach point at each end of the trunnion and one at
the hydraulic actuator.

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MAIN GEAR AND DOORS
1. Each main gear consists of a wheel and brake, attached to a shock strut suspended by a trunnion.
2. The main gear assembly is hydraulically actuated and retracts inboard.
3. Three attach points secure the main gear in the wing, one attach point at each end of the trunnion and one at
the hydraulic actuator.

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MAIN GEAR AND DOORS
4. The trunnion pivot pins rotate onself-aligning Teflon-lined bearings, located in fittings on the main and rear
wing spars.

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MAIN GEAR AND DOORS
1. The main gear door is designed to cover the wheel well, except for a portion of the tire, with the gear in the
retracted position.
2. The door is hinged at the outboard edge of the wheel well and secured to the strut with linkage.
3. When the gear is retracted, the door follows.

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MAIN GEAR SHOCK STRUTS
1. The shock strut consists of a cylinder mounted on a trunnion, piston, a floating piston, a hydraulic fluid filler
plug, and an air filler valve.
2. A sliding poppet orifice, located at the top of the piston, controls the flow of fluid between the piston and
cylinder.

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MAIN GEAR SHOCK
STRUTS
3. When the strut is being
compressed, as during landing,
the orifice is down and opens
holes on the sides and bottom
to perm it rapid movement of
the strut.
4. When the strut is extending
during rebound, the orifice
moves up and closes the holes
on the sides.
5. The reduced volume of fluid
passing through the hole in the
end of the or i f ice s lows the
movement of the strut.

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TORQUE LINKS
1. Main gear strut torque links are used to connect the strut cylinder to the strut piston and axle assembly.
2. The torque links also hold the wheel in alignment.
3. The upper and lower torque links are secured together by a bolt washers and nut.
4. Washers are located on the bolt between or outside the torque links to adjust the toe-in and the toe-out of the wheels.
5. The torque links on the 500 and 550 have provisions for lubrication while those on the later 550s and S550 do not.

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TORQUE LINKS
1. Main gear strut torque links are used to connect the strut cylinder to the strut piston and axle assembly.
2. The torque links also hold the wheel in alignment.
3. The upper and lower torque links are secured together by a bolt washers and nut.
4. Washers are located on the bolt between or outside the torque links to adjust the toe-in and the toe-out of the wheels.
5. The torque links on the 500 and 550 have provisions for lubrication while those on the later 550s and S550 do not.

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TORQUE LINKS
1. Main gear strut torque links are used to connect the strut cylinder to the strut piston and axle assembly.
2. The torque links also hold the wheel in alignment.
3. The upper and lower torque links are secured together by a bolt washers and nut.
4. Washers are located on the bolt between or outside the torque links to adjust the toe-in and the toe-out of the wheels.
5. The torque links on the 500 and 550 have provisions for lubrication while those on the later 550s and S550 do not.

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TORQUE LINKS
1. Main gear strut torque links are used to connect the strut cylinder to the strut piston and axle assembly.
2. The torque links also hold the wheel in alignment.
3. The upper and lower torque links are secured together by a bolt washers and nut.
4. Washers are located on the bolt between or outside the torque links to adjust the toe-in and the toe-out of the wheels.
5. The torque links on the 500 and 550 have provisions for lubrication while those on the later 550s and S550 do not.

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TORQUE LINKS
1. Main gear strut torque links are used to connect the strut cylinder to the strut piston and axle assembly.
2. The torque links also hold the wheel in alignment.
3. The upper and lower torque links are secured together by a bolt washers and nut.
4. Washers are located on the bolt between or outside the torque links to adjust the toe-in and the toe-out of the wheels.
5. The torque links on the 500 and 550 have provisions for lubrication while those on the later 550s and S550 do not.

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TORQUE LINKS
1. Main gear strut torque links are used to connect the strut cylinder to the strut piston and axle assembly.
2. The torque links also hold the wheel in alignment.
3. The upper and lower torque links are secured together by a bolt washers and nut.
4. Washers are located on the bolt between or outside the torque links to adjust the toe-in and the toe-out of the wheels.
5. The torque links on the 500 and 550 have provisions for lubrication while those on the later 550s and S550 do not.

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MAIN GEAR ACTUATORS
1. The main landing gear actuators are mounted inboard of the left and right main gears.
2. The actuators are normally moved hydraulically; during auxiliary/emergency extension of the gears, they
operate pneumatically.
3. Separate concentric extension chambers in the actuators extend the gear without the use of a shuttle valve.
4. When the actuator extends, the gear moves to the down-and-locked position.
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MAIN GEAR ACTUATORS
1. The actuator has an integral locking mechanism to lock the landing gear in the fully extended position.
Incorporated in the locking mechanism is a spring-loaded sleeve piston that presses inward (toward the
actuator) on a locking ring.
2. When the actuator reaches full extension, the locking ring moves into a groove in the actuator rod, and the
sleeve piston moves over the locking ring.
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MAIN GEAR ACTUATORS
3. When hydraulic pressure is applied to the actuator retract port, hydraulic pressure overcomes the sleeve
piston spring, allowing the sleeve piston to move away from the locking ring and permitting the locking ring to
expand out of the actuator rod groove to unlock the actuator for retraction.

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1. AILERON - GENERAL

Bonding straps are located under the head of the hinge mounting bolts and are attached to the trailing edge wing skin by screws and nuts.
The gap between the aileron and wing trailing edge, on the S550 and 560, is sealed to prevent air flow disturbance.

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2. AILERON SECTOR ASSEMBLY
The aileron sector assembly is located beneath the cabin baggage floor and consists of a bellcrank assembly, sectors, supports,
and attaching bolts

Control wheel movement is cable-transmitted to the aileron sector assembly, which transmits control motion to the aileron actuators
in the wings.

The sectors are circular components which provide a guide for the cables to wrap on during rotational movement of the sector
assembly. The sectors are designed to provide the required mechanical advantage and total cable movement in reference to
control wheel movement and proper aileron angular deflection.
 2. AILERON SECTOR ASSEMBLY

The bellcrank assembly provides mounting points for the cables.

Disassembly of the sector assembly is not recommended during normal

maintenance procedures.

One of the sectors in the assembly is cable connected to the roll servo in
the autopilot system, permitting autopilot operation of the ailerons.

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3. AILERON ACTUATORS

One mechanical aileron actuator in each wing transmits motion from the aileron sector assembly to the aileron. The actuator
consists of a quadrant assembly and stop plate, an aileron actuator plate, and a yoke. Stop bolts limit aileron travel.

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Aileron control surface travel, as measured in
degrees from streamlined position, is 19 ±1° up
travel and 15 ±1° down.

4. AILERON OPERATION

The ailerons, attached to the wing aft spar by three hinges, are actuated manually by rotation of either control wheel in the
cockpit. Control inputs are transmitted through a closed loop cable system to the aileron sector and on to the aileron actuators.

The aileron can also be positioned by the autopilot roll servo, which incorporates an electrical clutch that engages only when the
autopilot roll axis is engaged . It al o incorporates a mechanical slip clutch set to a predetermined value . In the event of a mal
function, the servo can be manually overridden through the slip clutch or disconnected by disengaging the autopilot.

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5. AILERON TRIM CONTROL SYSTEM

The aileron trim tab system comprises a trim tab installed on the trailing edge of the left aileron, a trim tab actuator attached to
the wing rear spar forward of the trim tab, a trim control assembly in the control pedestal, and cable assemblies.

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5. AILERON TRIM CONTROL SYSTEM

The trim tab actuator consists of two internally threaded screws in one housing which are operated simultaneously by chain-
driven primary and secondary sprockets.

The actuator housing is attached to the wing structure; the traveling screws are attached to pushrods that actuate the tab.

The screws can be removed from the actuator by continued operation of the cockpit trim control.

However, they are of different lengths and must not be interchanged.

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5. AILERON TRIM CONTROL SYSTEM

NOTE

The actuator screws have a misalignment tolerance of .010inch. In the event that the pushrods cannot be assembled to the trim
tab horn when the tab is in the trail position, rotate screws, one at a time, from the actuator.

When the screw threads disengage, an audible click will be heard as it passes the next thread engage point

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5. AILERON TRIM CONTROL SYSTEM
NOTE
On the S550 the right aileron incorporates a trim tab. The trim tab may be operational as follows.

Airplanes S550 (UNs 0001—0092) except airplanes incorporating SBS5 50-57-2, The trimm tab is functional.
Airplanes S550 (UNs 0001—0092) incorporating SBS550-57-2, the trim tab on the right aileron is a ffixed rigidly in the
streamlined (faired) position, and is not functional.
Airplanes S550 (UNs 0093 and On), the right aileron has no trim tab.

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5. AILERON TRIM CONTROL SYSTEM

The trim tab control is a gear assembly that drives a chain attached to cables. The position indicator is also driven by the gear
assembly.

Control wheel rotation is transmitted through cables to the mechanical trim tab actuator located on the wing rear spar. The
screws of the tab actuator drive pushrods for positioning the tab.

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 1. GENERAL

2. RUDDER PEDAL ASSEMBLY

3. RUDDER BELLCRANK

4. RUDDER

5. RUDDER TRIM CONTROL

SYSTEM-GENERAL

5. RUDDER TRIM CONTROL

SYSTEM-OPERATION

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1. GENERAL

2. RUDDER PEDAL ASSEMBLY

3. RUDDER BELLCRANK

4. RUDDER OPERATION

5. RUDDER TRIM CONTROL

SYSTEM-GENERAL

6. RUDDER TRIM CONTROL

SYSTEM-OPERATION

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3. GENERAL

the rudder trim tab repositions when the rudder deflects.

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2. RUDDER PEDAL ASSEMBLY

The interconnect cable, connected between the inner and outer tube
of the tube assembly, moves the left or right pedal an equal amount
in the opposite direction when either pedal is depressed.

Depressing a spring-retained pedal adjustment lever on each pedal

arm permits adjustment to three separate positions.

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3. RUDDER BELLCRANK

The rudder bellcrank is installed in the aft end of the tail cone and incorporates adjustable stops for limiting its travel. Cables
transmit rudder pedal movement aft to the rudder bellcrank where the cables terminate. The bellcrank then bolts directly to the
rudder torque tube.

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Rudder travel , as measured from the streamlined
position, is 22 ±1° in the fully left and right positions

3. RUDDER OPERATION

The rudder is constructed of forward and aft spars, ribs, and channels. It is covered with aluminum alloy panels; the panels at
the upper end of the rudder are reinforced with bonded doublers. A fiberglass tip encloses the top of the rudder. A centering strip
installed on the trailing edge below the trim tab stops rudder oscillation and centers the rudder.

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5. RUDDER TRIM CONTROL SYSTEM-GENERAL

The rudder trim tab system comprises a trim tab, trim tab actuator, trim control assembly, and cable assemblies).

The rudder trim tab cable system consists of four cable assemblies. Two cable assemblies attach to the chain which rotates on
the rudder tab control wheel sprocket and routes aft along the aisle kick panel through pulleys and fairleads into
the tail cone.

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5. RUDDER TRIM CONTROL SYSTEM-GENERAL

In the tail cone, two cable assemblies attach to the cable which rotates on the trim tab actuator sprocket and routes forward
through pulleys and fairleads and connects to the two forward cables by turnbuckles. The rudder trim tab control cables run aft
under the flight compartment floorboards and through the 151.00 bulkhead. After passing through the bulkhead, they are routed
along the left side wall of the dropped center aisle. Once in the tail cone, they are then routed along the top of the tail cone
compartment and up the vertical stabilizer to the rudder trim actuator.

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5. RUDDER TRIM CONTROL SYSTEM-GENERAL

The rudder trim control wheel is constructed with a spiral grooved thread to provide for the mating of the rudder trim pointer. A
sprocket assembles to the rudder trim control wheel to provide a chain mating surface.

A rivet assembly, installed in the pointer arm, mates with the spiral threads of the rudder trim control wheel. When the rudder
trim control is rotated, the rivet assembly provides the cam follower action positioning the trim pointer in relation to rudder trim
tab deflection.

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5. RUDDER TRIM CONTROL SYSTEM-GENERAL

The rudder trim control wheel is constructed with a spiral grooved thread to provide for the mating of the rudder trim pointer. A
sprocket assembles to the rudder trim control wheel to provide a chain mating surface.

A rivet assembly, installed in the pointer arm, mates with the spiral threads of the rudder trim control wheel. When the rudder
trim control is rotated, the rivet assembly provides the cam follower action positioning the trim pointer in relation to rudder trim
tab deflection.

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5. RUDDER TRIM CONTROL SYSTEM-GENERAL

The rudder trim control wheel is constructed with a spiral grooved thread to provide for the mating of the rudder trim pointer. A
sprocket assembles to the rudder trim control wheel to provide a chain mating surface.

A rivet assembly, installed in the pointer arm, mates with the spiral threads of the rudder trim control wheel. When the rudder
trim control is rotated, the rivet assembly provides the cam follower action positioning the trim pointer in relation to rudder trim
tab deflection.

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6. RUDDER TRIM CONTROL SYSTEM-OPERATION

Moving the trim control wheel repositions the rudder trim tab. This is the primary function of the adjustable trim tab.

The secondary function of the rudder trim tab is as servo boost tab. This function provides a boost to the rudder when the
rudder is displaced from neutral position. For each degree of rudder deflection, the rudder trim tab (servo function) deflects 1/2°
in the opposite direction of rudder deflection. With the rudder in the trail position, the trim tab deflects 10 ±1° left and right.

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6. RUDDER TRIM CONTROL SYSTEM-OPERATION

The rudder trim control wheel is located on the control pedestal and mechanically controls the rudder trim tab movement. The
rudder trim indicator pointer indicates the trim angle of the rudder trim tab. When the rudder is in trail position, the trim indicator
pointer indicates the angle of rudder trim tab deflection in reference to the rudder position.

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6. RUDDER TRIM CONTROL SYSTEM-OPERATION

The rudder trim control wheel is located on the control pedestal and mechanically controls the rudder trim tab movement. The
rudder trim indicator pointer indicates the trim angle of the rudder trim tab. When the rudder is in trail position, the trim indicator
pointer indicates the angle of rudder trim tab deflection in reference to the rudder position.

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1. GENERAL

2. ELEVATOR CONTROL
ASSEMBLY

3. ELEVATOR BELLCRANK

4. ELEVATOR CONSTRUCTION

5. ELEVATOR OPERATION

6. ELEVATOR TRIM CONTROL

SYSTEM-GENERAL

7. ELEVATOR MANUAL TRIM

8. ELEVATOR ELECTRIC TRIM

500/550

9. ELEVATOR ELECTRIC TRIM

S550 & 560

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1. ELEVATOR - GENERAL
The elevator is actuated mechanically by moving the control column or electronically by the autopilot servo.

The elevator system comprises:

•An elevator installed on each side of the trailing edge of the horizontal stabilizer.
•A bellcrank assembly in the aft section of the tail cone.
•A sector assembly below the flight compartment floor.
•A control column assembly, and cable assemblies.

The elevator cable assemblies have cable clevis fittings to provide attach points for the autopilot elevator servo cables.
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1. ELEVATOR - GENERAL

Electronic actuation of the elevator control system is accomplished when the autopilot elevator servo cables apply a force on
the elevator cables that reposition the elevator bellcrank deflecting the elevator.

The autopilot elevator servo has an override function, which means the operator can physically overpower the servo by
manually moving the control column.

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1. ELEVATOR TRIM TAB - GENERAL

The elevator trim tabs are actuated:

•Mechanically by moving the elevator trim tab control wheel or

•Electrically by the elevator electric trim switch
•Autopilot trim input
•Through a mechanical interconnect that compensates for rapid pitch changes resulting from flap movement.

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Two bobweights are installed on the
S550, and only one is installed on
the right side on the 550

2. ELEVATOR CONTROL ASSEMBLY

The elevator sector assembly is mounted between two brackets beneath the flight compartment floor. The sector is rotated by
fore or aft movement of the control column transmitting motion through the torque tube arm and pushrod.

Cables attached to the sector are routed aft to the elevator bellcrank.

The sector incorporates an adjustable stop bolt to limit its travel

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2. ELEVATOR CONTROL ASSEMBLY

When the elevator is deflected up, the bobweight (attached to the torque tube between the two control columns) is raised.

and the elevator downspring is stretched. The bobweight and the downspring forces tend to add to each other at elevator-up
position.The downspring has little effect at trail position and down position.

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3. ELEVATOR BELLCRANK

The elevator bellcrank, vertically mounted

between two support brackets installed in the tail
cone structure below the horizontal stabilizer,
rotates on sealed bearings.

It is actuated by cables from the elevator sector

assembly.

Attached to the top of the bellcrank are two

pushrods that transmit motion to elevator torque
tubes for elevator movement.

An adjustable stop is provided to limit bellcrank

travel.

A downspring attached to the top of the bellcrank

is tensioned when the elevator is applied

On models 500 and 550 the

downspring Is tensioned only if
the trailing edge is above
streamlined.

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4. ELEVATOR CONSTRUCTION

The elevators consist of aluminum spars, ribs, and skin panels with the outboard ends reinforced with inner skin assemblies and
gussets.

A magnesium alloy bar is installed between the trailing-edge skin panels.

The outboard end of the elevator features a fiberglass tip

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4. ELEVATOR CONSTRUCTION

A balance weight is located forward of the hinge line in the outboard forward end of the elevators.

The elevators are attached to the trailing edge of the horizontal stabilizer, and each elevator incorporates a trim tab on its trailing
edge.

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5. ELEVATOR OPERATION

The elevators are manually actuated by fore or aft movement of the control column.

Control inputs are transmitted from the control column torque tube, through a link to the elevator sector assembly, and by cables
to the elevator bellcrank for positioning the elevators .

Mechanical stops on the elevator sector assembly and on the bellcrank limit surface travel.

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6. ELEVATOR TRIM CONTROL SYSTEM -GENERAL

Elevator trim can be accomplished manually or electrically.

Manual trim is initiated with a trim wheel on the left side of the pedestal, electrical trim with a switch on the pilot’s control wheel.
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7. ELEVATOR MANUAL TRIM

Rotation of the elevator trim wheel actuates a sprocket-driven chain that is cable-connected to the elevator trim sector.

Nose up or nose down trim is shown by the mechanical trim indicator adjacent to and driven by the trim wheel

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 On model 550, one trim tab is installed on the right elevator,
On models S550 and 560, a trim tab is installed on both the left and the right elevator.

7. ELEVATOR MANUAL TRIM

Cables routed aft from the elevator trim sector drive the mechanical trim actuators mounted on the trailing edge of the horizontal
stabilizer.

Twin screws in the actuators actuate pushrods to position the tabs up or down as selected.

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8. ELEVATOR ELECTRIC TRIM 500/550

Electric actuation of the elevator trim control system is accomplished by an electric motor, clutch, and drum assembly .

The electric trim motor is actuated by selecting the up or down position of the trim switch located on the pilot’s control wheel.

The rotating drum applies force to the elevator trim cables that rotate the actuator screws deflecting the trim tab.

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8. ELEVATOR ELECTRIC TRIM 500/550

Trim override is provided by momentarily depressing the autopilot/trim disengage button on the left grip of the pilot’s control
wheel. This action causes the trim motor to stop until the trim switch is returned to neutral and pushed again.

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8. ELEVATOR ELECTRIC TRIM 500/550

Elevator trim tab control surface travel, as measured from streamlined position with the elevator.

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9. ELEVATOR ELECTRIC TRIM S550 & 560
Electrical operation of the trim tabs is accomplished by the trim mixer.

The DC motor in the mixer is actuated by selecting the up or down position on the trim switch on the pilot’s control wheel. The
mixer drives the trim sector through a chain drive, applying force to the elevator trim cables that actuate the mechanical trim
actuators
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9. ELEVATOR ELECTRIC TRIM S550 & 560
An automatic elevator trim system incorporated in the flap system drives the elevator tabs to compensate for rapid pitch
changes resulting from changes in flap position.

When the flaps are extended or retracted, a cable rotates a sprocket on the mixer, which, in turn, drives the trim sector for tab
positioning.

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A split switch is essentially two
switches connected in series

9. ELEVATOR ELECTRIC TRIM S550 & 560

The trim switch is a split-element switch. Both elements must be thumbed simultaneously to complete a circuit to the mixer.

If trim can be accomplished with a single element of the switch , a mal function exists , and troubleshooting and maintenance
action is required.

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9. ELEVATOR ELECTRIC TRIM S550 & 560

The trim actuator (motor) of the trim mixer assembly is not rigidly mounted to the frame assembly which houses the gears and
sprockets of the mixer assembly.

The motor “floats” to eliminate the possibility of binding of the components within the assembly.

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1. GENERAL

2. SYSTEM DESCRIPTION

3. OPERATION

4. ELEVATOR CONSTRUCTION

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1. GENERAL
The trailing-edge flaps are constructed of graphite composite laminates and consist of two segments on each wing .

They are electrically controlled and hydraulically actuated and operate through a range of 0 to 35° of travel.

An automatic trim has been incorporated into the flap system that mechanically drives the elevator trim tabs to compensate for
rapid pitch changes resulting from up or down travel of the flaps
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1. GENERAL
On airplanes equipped with a gravel runway kit or dirt/sod runway kits, the inboard flap on each side has a laminated gravel
panel bonded to the bottom side to protect flap surface from abrasion.

The flap system can be divided into two subsystems:

flap preselect system (electric control)
flap actuation system.
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2. SYSTEM DESCRIPTION

The flap position system consists of cable assemblies, pulleys, and an indicator assembly. The cable assemblies attach to a
chain which mates with the actuator drive shaft sprockets and attach to the indicator assembly. As the actuator drive shaft
rotates , the cable assemblies position the pointer assembly to correspond with the flap deflection.

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2. SYSTEM DESCRIPTION

The flap position system consists of cable assemblies, pulleys, and an indicator assembly. The cable assemblies attach to a
chain which mates with the actuator drive shaft sprockets and attach to the indicator assembly. As the actuator drive shaft
rotates , the cable assemblies position the pointer assembly to correspond with the flap deflection.

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2. SYSTEM DESCRIPTION

The flap actuation system consists of two bellcranks in each wing, pulleys, and cable assemblies. The cable assemblies attach
to a chain which mates with an actuator drive shaft sprocket and attaches to the bellcranks. The flap actuation system is the
primary system that moves the flaps. As the actuator drive shaft rotates, the right flap and left flap are driven simultaneously in
the same direction. This function is accomplished by the cable routing.

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2. SYSTEM DESCRIPTION

The flap interconnect system consists of one bellcrank in each wing, pulleys, and cable assemblies. The cable assemblies
attach to a chain, which mates with an actuator drive shaft sprocket, and to the bellcrank. The flap interconnect system
functions as a backup to the flap actuation system.

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2. SYSTEM DESCRIPTION
The flap actuator consists of two electric motors, a gearbox for each motor, which reduces the electric motor drive shaft speed,
two drive shafts, sprockets, and chains. The electric motors provide the power source for flap operation. Each electric motor
operates independently; however, the output from the individual gearboxes are chain-coupled to the drive shafts, and the two
drive shafts are chain-coupled to each other. One drive shaft provides backup operation for the other drive shaft. One electric
motor provides backup operation for the other electric motor. For a normally operating flap system, both electric motors are
operating and driving both drive shafts.
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3. OPERATION
To operate the flaps, the flap preselect handle is placed to a preselect position (Figure 27-17). One of the two position switches
located in the control pedestal is actuated (the up switch or the down switch, depending upon the preselect position). When a
position switch is actuated, the up-flap or down-flap circuit is completed, supplying DC bus voltage to the two electric
motors. The electric motors operate, rotating the drive shafts, the actuation system moves the flaps to the preselect position, the
interconnect system backs up the actuation system, and the position system rotates the pointer assembly. When the pointer
indicates the preselect position, the pointer assembly de-actuates the position switch, which removes DC bus voltage from the
electric motors.
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3. OPERATION
NOTE
An audible warning that cannot be
silenced is provided to sound when
flaps are lowered to the landing
position and the gear is not down
and locked.

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3. OPERATION
Up- and down-limit switches are installed on a bracket between the electric motors. The function of the up- and down-limit
switches is to provide backup to the position switches and the position system. If a failure occurs, the up or down switch
removes DC bus voltage from the electric motors when the flaps reach a fully
up or fully down position.

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