Condition : A flight control is jammed or restricted in roll, pitch, or yaw.
Autopilot (if engaged) Disengage
Autothrottle (if engaged) Disengage
Verify that the thrust is symmetrical.
Overpower the jammed or restricted system. Use maximum force, including a combined effort of both pilots, if needed. A maximum two-pilot effort on the controls will not cause a cable or system failure.
Do not turn off any flight control switches.
Choose one :
The failure could be due to freezing water and conditions allow:
Consider a descent to a warmer temperature and attempt to overpower the jammed or restricted system again.Go to step 7
The failure could not be due to freezing water or conditions do not allow:
Go to step 7
Choose one:
Controls are normal:
COMPLETE
Controls are not normal:
> Go to step 8
Use stabilizer or rudder trim to offload control forces. If electric stabilizer trim is needed, move the Stabilizer Trim Override switch to OVERRIDE.
Do not make abrupt thrust changes. Extend or retract speedbrake slowly and smoothly.
Limit bank angle to 15 degree.
Plan to land at the nearest suitable airport.
Plan a flaps 15 landing.
'JAMMED OR RESTRICTED" refers to the flight controls, not necessarily to the control column or wheel. the controls may feel normal and move unrestricted.
ON GND
When returning to the gate, maintain hydraulic pressure to the flight controls for maintenance investigation. The jam may disappear when hydraulic pressure is removed and you may not be able to reproduce the jam again.
JAMMED OR RESTRICTED ELEVATOR
If the elevator is jammed or restricted on takeoff, use electric trim to rotate! Expect delayed response of the aircraft! Use smoothly and with caution, excessive trim input may lead to tailstrike and/or stall.
In flight, use manual or electric trim to maintain pitch control. Electric trim is cut-out if the control column is jammed out of its vertical position. Place the Stabilizer Trim Override switch to OVERRIDE. An elevator override mechanism allows the control columns to be physically separated. Applying force against the jam will breakout either the CAPT or F/O control column. when forces are released, the control columns reconnect.
Request a 15 NM long final for approach. Use engine thrust to adjust the pitch. Apply speedbrakes immediately upon touchdown to avoid liftoff! Although elevator travel is significantly reduced after breakout, sufficient travel is available for landing flare.
If you end up with a high nose-up attitude because of a jammed elevator, you may not be able to push the nose down to recover from the upset. In that case roll the airplane into a 45 degrees bank to make the nose drop, first by use of the ailerons, and if that doesn't work, use small rudder input. You really need to read (Upset Recovery)
JAMMED OR RESTRICTED AILERON / SPOILER
Overpowering the aileron control opens the spring rod clutch between the spoiler mixer and aileron bust cable.
With the jam situated in ailerons, bus cable, power control unit or control cable system, airplane roll can be partially recovered through differential deployment of the flight spoilers via the First Officer's control column. Due to the high forces required to open the clutch(exceeding forces required for manual reversion), airplane directional control can more easily be achieved through light rudder application. Aileron trim can be used to assist in directional control. Never use any rudder trim, even in case of full aileron deflection.
If the jam is caused by the spoiler mixer, airplane roll can be recovered through the ailerons only by the Captain's control column, Expect secondary yaw drag effects in turns.
The adverse effect of a single floating spoiler is limited. If more than one flight spoiler is extended and aircraft control or performance is a factor, hydraulic pressure to the flight spoilers can be shut off by placing the system A or B Flight Spoiler switch to OFF. however, be aware that this switch is installed for maintenance only.
Refer to PI for increased landing distance.
JAMMED OR RESTRICTED RUDDER
With completion of the RSEP in November 2008, each independent input rod to the main and standby rudder PCU has an individual jam override mechanism that allows rudder command inputs to be transferred to the remaining free input rods.
Rudder deflection authority is modulated with airspeed and reduces when aerodynamic pressure on the rudder surface increases. While the rudder pedals travel a maximum of 10 cm / 4 inches on GND, rudder pedal deflection authority is limited by this blow-down feature to only 5 cm / 2 inches at 300 kts IAS. Limited rudder pedal authority in FLT should therefor not be interpreted as a restricted rudder condition.
The rudder pedals accurately reflect the position of the rudder, even if the rudder is jammed or restricted. Yaw damper inputs are not returned to the rudder pedals, but yaw damper authority is limited to 3 degree anyway.
Rudder "kicks" indicate an impending rudder PCU failure. On GND, return to gate!