appear in the sight gauge, you may assume that the
selected ferry fuel tank is empty. As each ferry fuel
tank reaches empty, close that selector valve and
either select the other tank and/or turn off the transfer
pump(s). When the ferry fuel system is depleted,
securely close all selector valves and turn off the
Section V. FLIGHT CONTROLS
2-35. FLIGHT CONTROL SYSTEM.
The aircraft's primary flight control system
consists of conventional rudder, elevator, and aileron
control surfaces. These surfaces are manually
operated from the cockpit through mechanical linkage
using a control wheel for the ailerons and elevators,
and adjustable rudder/brake pedals for the rudder.
Both the pilot and copilot have flight controls. Trim
control for the rudder, elevators, and ailerons is
accomplished through a manually actuated cable-drum
system for each set of control surfaces. The autopilot
has provisions for controlling the position of the
ailerons, elevators, elevator trim tab, and rudder.
2-36. CONTROL WHEELS.
operated by manually actuating either the pilot's or
copilot's control wheel. Refer to Figure 2 -22. A
control wheel is installed on each side of the
instrument panel. Switches are installed in the
outboard grip of each wheel to operate the elevator
trim tabs. A microphone switch; an autopilot/yaw
damp/electric trim disconnect switch; and a pitch
synchronize and control wheel steering switch are also
installed in the outboard grip of each control wheel.
The outboard grip of the copilot's control wheel also
has a GO AROUND (GA) switch. A transponder ident
switch is installed on the forward side of the inboard
grip of each control wheel. Installed in the center of
each control wheel is a digital electric clock. A map
light switch is installed on the inboard grip of each
2-37. RUDDER SYSTEM.
a. Rudder Pedals. Aircraft rudder control and
nose wheel steering is accomplished by actuation of
the rudder pedals from either the pilot's or copilot's
station. The rudder pedals may be individually
adjusted, forward or aft, to provide adequate legroom
for the pilot and copilot. Adjustment is accomplished
by pressing the lever alongside the rudder pedal arm
and moving the pedal, forward or aft, until the locking
pin engages in the selected position.
b. Yaw Damper System. A yaw damper
system is provided to aid the pilot in maintaining
directional stability and increase ride comfort. The
system may be used at any altitude, but is required for
flight above 17,000 feet. It must be deactivated for
takeoff and landing. The yaw damper system is a part
of the autopilot. A Yaw Damper (YD) switch located
on the autopilot control panel controls the system. The
yaw damper may also be disconnected by pressing
the control wheel autopilot/yaw damper/electric trim
disconnect switch, placarded AP DISC & TRIM
INTRPT, to the first level. Operating instructions for
this system are contained in Chapter 3.
c. Rudder Boost System. Rudder boost is
provided to aid the pilot in maintaining directional
stability resulting from an engine failure or a large
variation of power between the engines. Incorporated
in the rudder cable system are two pneumatic rudder-
boosting servos that actuate the cables to provide
rudder pressure to help compensate for asymmetrical
thrust. Rudder boost is not required for flight.
Rudder boost may be inoperative when
brake deice is on.
(1) During operation, a differential pressure
valve accepts bleed air pressure from each engine.
When the pressure varies between the bleed air
systems, the shuttle in the differential pressure valve
moves toward the low-pressure side. As the pressure
difference reaches a preset tolerance, a switch closes
on the low-pressure side that activates the rudder
boost system. This system is designed only to help
compensate for asymmetrical thrust. Appropriate
trimming is to be accomplished by the pilot. Moving
either or both of the BLEED AIR VALVES switches on
the copilot's subpanel to the INSTR & ENVIR OFF
position will disengage the rudder boost system.