EASA B1.

1 : MODULE 11

AIRCRAFT FLIGHT
CONTROL
SYSTEM

9/29/14
 TOPIC 2 :
INTRODUCTION TO
AIRCRAFT FLIGHT
CONTROL
Prepared By: Mohd Hafiz 2
 AXES OF CONTROL
•
An aircraft has 3 axes of control:

•
The longitudinal axis
•
The lateral axis
•
The vertical axis.

Prepared By: Mohd Hafiz 3

•
The longitudinal axis runs along the center of
the fuselage, from the nose to the tail.
Movement about this axis is called ’rolling’

•
The lateral axis runs from wing tip to wing tip.
Movement about this axis is called ’pitching’

•
The vertical axis passes vertically through the
center of the aircraft. Movement about this axis
is called ’yawing. 4
5
 AIRCRAFT PRIMARY FLIGHT
CONTROL DEVICES
•
Control wheel
•
Located in front of pilot/co-pilot seat also known as
yoke. The function is to allow the pilot to move the
AILERON and ROLL the aircraft by rotating the
control wheel
•
Control Column
- The function is to allow the pilot move the
ELEVATOR and PITCH up/down the aircraft by
pulling or pushing the control column 6
•
Rudder Pedal
- The pilot controls the RUDDER's movement with
rudder pedals on the floor of the airplane to YAW
the aircraft. Pilot also uses them to steer the
airplane’s nosewheel when on the ground.

7
8
9
 AIRCRAFT PRIMARY FLIGHT
CONTROL SURFACE
•
AILERON
•
Hinged controls on the trailing edge of the
wing and near the wingtip, are moved from
the cockpit by the rotating the control wheel
•
They move differentially. When control wheel
rotated to the left, the left aileron moves up
and right aileron moves down.

10
•
ELEVATOR
- A surface hinged to its trailing edge of horizontal
stabilizer . Varies the tail load to control the pitch
attitude of the aircraft.
- The elevator is connected to the control column.
When the control column is pulled, the ELEVATOR
moves UP and aircraft nose will PITCH UP
- Pushing the control column will forces the Elevator
down and aircraft nose will PITCH DOWN

11
•
RUDDER
- A vertical control surface hinged to the aft of
the vertical stabiliser and designed to apply
YAWING moments to the aircraft
- The movement of the rudder is controlled by
rudder pedals ’operated by the feet of the
pilot.
- When the right pedal is pressed, the rudder
deflects to the right, thus bringing an increase
of dynamic air pressure on its right side. This
12
will make the aircraft nose yaw to the right.
13
14
 TOPIC 3 :
FLIGHT CONTROL
SYSTEM

Prepared By: Mohd Hafiz 15

 3.1 PRIMARY CONTROLS
Roll – Aileron

Pitch- Stabilizer&Elevator, Stabilator, Ruddervator,

Elevon

Yawing - Rudder

Prepared By: Mohd Hafiz 16

•
AILERON
- Ailerons are primary flight controls that provide roll
control of the aircraft.
- They control aircraft movement about the
longitudinal axis. Ailerons are normally mounted on
the trailing edge of the wing near to the wing tip.
- Some large turbine aircraft employ two sets of
ailerons. One set are in the conventional position
near the wing tip, the other set are in the mid-wing
position or outboard of the flaps.
17
•
At low speeds both sets of ailerons operate to
give maximum control.
•
At higher speeds only the inboard ailerons
operate.
•
If the outer ailerons are operated at high
speeds, the stress is too high for the wing
structure to take the load.

18
19
20
 ADVERSE YAW

- When ailerons are moved, the down going

aileron tends to produce more drag (INDUCED
DRAG) than the up going one.

- If the down going aileron produces too much

drag then it may tend to turn the aircraft in the
wrong direction

21
22
•
METHOD TO COUNTER ADVERSE YAW
-FRIESE AILERON
where the leading-edge of the aileron is designed to
protrude into the airstream when the aileron is
raised, thus causing extra (and equalising) drag.
-DIFFERENTIAL AILERON
The down-going aileron to move through a smaller
angle than the up-going aileron. This results in
greater drag on the up-going aileron.

23
24
25
•
ELEVATOR & STABILIZER
•
The elevators are the control surfaces which govern
the movement of the aircraft in pitch about its
lateral axis. They are normally attached to the
hinges on the rear spar of the horizontal stabiliser.

- When the control column of the aircraft is pushed

forward, the elevators move down. The resultant
force of the ‘airflow generated lift', acting upwards,
raises the tail and lowers the nose of the aircraft.
26
27
•
STABILATORS
•
Stabilators combine the action of a stabiliser and an
elevator.

- The stabilator is a complete all-moving horizontal

stabiliser which can change its angle of attack when
the control column is moved and thereby alter the
total amount of lift generated by the tail.

28
9/29/14
•
ELEVON
•
An example of combined-function controls is found
on delta-wing aircraft.

•
Controls with a dual-function (elevators and
ailerons) called elevons, provide both pitch and roll.
If it moves symmetrically it will act as elevator .
Asymmetrically it will act as aileron

30
31
9/29/14
•
RUDDERVATOR
- The fixed portions of the 2 surfaces serve as both
the horizontal and the vertical stabilisers.
- The movable surfaces may be moved together to act
as elevators by pushing or pulling the control wheel
• They may be moved differentially to provide the
same function as the rudder by moving the
conventional rudder pedals.
• The purpose of the V-tail is to reduce both weight
and drag.
33
34
9/29/14
•
CANARDS
- Conventional aircraft have the tailplane located at
the rear of the fuselage which provides a small,
stabilising down force. This means that the wing has
to produce slightly more lift to balance this down
force. As we have seen, in order for a wing to
produce lift it must also generate drag.
- With the tailplane located at the front of the
aircraft, the stabilising force is directed upwards.
This contributes to the total lift of the aircraft,
thereby reducing drag from the lift producing wing.
36
37
•
RUDDER
- The rudder is a vertical control surface that is hinged
at the rear of the fin and is designed to apply
yawing moments.Pushing on right pedal,causes the
rudder to deflect to the right also. This causes the
rudder to generate a 'lifting' force sideways to the
left which turns the nose of the aircraft to the right.

38
 3.2 SECONDARY CONTROL
•
HIGH LIFT DEVICE
•
SLOTS
•
Some aircraft have fixed slots in the leading edge of
the wing to allow for a higher angle of attack before
the stall occurs.
•
Usually, the slot has no effect at low angles of
attack. If the angle is increased sufficiently, a wing
without slots will stall. But, a wing with slots and
the same aerofoil section, at the same angle of
attack, will have the air ducted over the top surface,
39
and it will not stall.
•
Wing slots are normally located in the leading edge
of the wing in front of the ailerons.
•
Because the stall will begin at the root of the wing,
enough lift will be lost in this area to let the aircraft
nose drop while there is still a good airflow over the
ailerons.
•
This means that lateral control can be maintained
throughout the stall.

40
SLOTS

41
9/29/14
•
SLATS
- Many high-speed jet aircraft and some of the high-
performance STOL (short take-off and landing)
aircraft use movable slats in the leading edge of the
wing.
- At low angles of attack and cruise speed the slats
are selected ’in’ and form a normal leading edge.
- At high angles of attack (AOA) and slower speeds,
e.g. during approach and landing, the slats are
extended. This allows a higher AOA before a stall
(an airflow separation) occurs. Thus reducing
43
stalling speed.
 SLATS

9/29/14
•
FLAPS

•
Flaps are movable portions of a wing that are used
to alter the aerofoil shape. Lowering the flaps
increases both the lift and the drag.

45
•
TYPES OF FLAPS
-PLAIN FLAPS
•
Located at trailing edge & inboard side of aileron.
When it is lowered, both drag and the lift are
increased.
-SPLIT FLAPS
•
The trailing edge of the wing is split and the bottom
may be lowered. Increases both lift and drag.
However, because of the limited effectiveness of
both plain and split flaps both types are no longer in
use on modern aircraft. 46
47
48
•
FOWLER FLAP
•
Fowler flaps fit into the lower surface of the wing.
When they are extended, they slide outward and
downward on rails. Both camber and wing area are
changed, allowing an appreciable increase in lift and
a large increase in drag.
•
SLOTTED FLAP
- A gap between the flap and the wing forces high
pressure air from below the wing over the flap
helping the airflow remain attached to the flap,
increasing lift compared to a split flap.49
50
51
52
There are four main types
of trim tabs:
•Trim tabs
•Balance tabs
•Servo tabs
•Antiservo tabs
•Ground adjustable tabs
53
•
Trim Tabs
- In order to allow hands-off control and also to
reduce fatigue of the crew, trim tab was introduced.
- Trim tabs moves opposite direction of primary
surface
- To correct an aircraft ‘nose down’ out of trim
condition, the elevator tab is moved down, resulting
in the elevator moving up.

54
55
The operation is pretty
simple:
roll the wheel in the nose up
position, and the tab moves
down.
Roll the wheel in the nose
down direction, and the tab
moves up.
56
57
58
•
Balance Tabs
•
A balance tab is linked to the aircraft in such a
manner that a movement of the main control
surface will give an opposite movement to the tab.
•
Thus the balance tab will assist in moving the main
control surface.
•
Balance tabs are particularly useful in reducing the
effort required to move the control surfaces of a
large aircraft

59
60
Balance Tab
Some aircraft have very heavy
control loads, especially at high
speeds. That's where balance tabs
come in handy. Balance tabs look
like trim tabs, but they have one
major difference: balance tabs are
attached to the control surface
linkage, so when the control surface
is moved in one direction, the
balance tab moves in the opposite
direction.
61
9/29/14
•
Servo Tabs
•
A servo tab is one that is directly operated by the
primary controls of the aircraft.
•
The control moves the tab and the tab, in turn,
develops forces which move the main control
surface.
This system is also used to reduce the effort required
to move the controls on a large aircraft.

63
9/29/14
9/29/14
•
Anti-Servo Tabs
•
Stabilators are very sensitive because of the great
amount of surface ahead of the pivot point.
•
To decrease this sensitivity, an anti-servo tab may
be used. When the trailing edge of the stabilator
moves upward, the trailing edge of the anti-servo
tab moves up as well. (same movement)
•
This produces an aerodynamic load that attempts to
pull the trailing edge down.

66
67
68
Ground Adjustable Tabs

The fourth and final tab is the

ground adjustable tab. If you've
flown a training airplane, there's a
good chance it had one of these
on the rudder. Ground adjustable
tabs are just that: only adjustable
on the ground. How do you adjust
it? You simply bend the metal left
or right with your hand.
69
70
The ground tab is used to keep
your plane flying coordinated in
level flight. And it's a trial and
error system, so it might take a
few flights of adjusting, flying,
and more adjusting. But once
you've got it set, you're good to
go.

71
•
Spring Tabs
•
The spring tabs, like some servo tabs, are usually
found on large aircraft that require large force to
move the surface
•
Purpose of the spring tab is to aid the movement of
a control surface. (opposite movement)
•
Spring tabs are progressive in their operation so
that there is little assistance at slow speeds but
much assistance at high speeds.

72
73
Making Life Easier

If they're used right, trim tabs can

act like an autopilot, allowing you
to take your hands off the yoke in
almost every phase of flight. After
all, you have enough going on in
the cockpit - why not make one
thing in your life easier?

74
 Drag Inducing Device
•
Spoilers
•
Spoilers are secondary control surfaces used to
reduce or spoil the lift on a wing.
•
Normally consist of multiple flat panels located on
the upper surface of the wings and lay flush with
the upper surface of the wing.
When spoilers operated, the surface raises and
reduces the lift. Spoilers may be used for different
purposes

75
76
•
Flight Spoiler
•
Used in flight to reduce the amount of lift. It assist
the aileron providing roll motion to the aircraft.
•
Flight spoilers on down-going wing will move
upward thus aiding the rolling movement to the
aircraft.
•
Normally positioned outboard of the ground
spoilers

77
78
•
Ground Spoiler
•
Ground Spoilers are only used when the aircraft is
on the ground
•
They operate with the flight spoilers to greatly
reduce the lift on landing.
•
It also will increase the drag after landing to slow
down the aircraft.
•
Ground spoilers will normally be deflected to their
maximum position to give maximum drag on
landing.
79
•
Speed Brakes
•
Speed brakes are located either on the fuselage or
symmetrically on both wings.

•
They are provided to allow the aircraft to loose
height at a steep gliding angle without an excessive
increase in speed.

80
81
82
83
 TOPIC 4 :
AUXILIARY DEVICES

Prepared By: Mohd Hafiz 84

 4.1 AIRFLOW CONTROL DEVICES
•
WING FENCES
•
These devices are usually fitted to aircraft with
swept wings.
•
Airflow over a swept wing, splits into two
components, one moving across the wing chord
parallel to the airflow and the other flowing
spanwise towards the wing tip.
•
The fences are fitted about mid-span, on the
leading edge of the wing and extending
rearwards.
Prepared By: Mohd Hafiz 85
•
They are designed to control the spanwise flow of
the boundary layer air over the top of the wing.

•
Also they will straighten the airflow over the
ailerons, improving their effectiveness.

86
87
•
Saw Tooth Leading Edge
- Commonly used on military aircraft
•
The saw tooth is a small increase in wing chord on
the outer portion of the wing.
•
The step where the change occurs, tends to form an
invisible 'wall' of high velocity air, which flows over
the wing and straightens the spanwise flow.
•
It functions as same as the wing fence but removes
the extra drag and weight penalty.
88
(sawtooth
leading
89
edge)
•
Winglets
•
Located at wingtip of the aircraft. These winglets
work best at higher speeds and will give better
airflow control and reduce the drag produced by
the wing.
It does this by using the up-flow from below the
wing to produce a forward thrust from the winglet.
The winglets add weight to the aircraft as well as
increasing parasitic drag, but the large reduction in
induced drag at the wingtip
90
91
 4.2 BOUNDARY LAYER CONTROL
•
Vortex Generator
•
Vortex generators delay flow separation and
aerodynamic stalling, thereby improving the
effectiveness of wings and control surfaces
- They are installed on the front third of a wing in
order to maintain steady airflow over the control
surfaces at the trailing edge

92
-
A vortex generator creates a tip vortex which draws
energetic, rapidly-moving air from outside the slow-
moving boundary layer into contact with the aircraft
skin.
-
The boundary layer normally thickens as it moves
along the aircraft surface, reducing the effectiveness
of trailing-edge control surfaces.
-
vortex generators can be used to remedy this
problem by "re-energizing the boundary layer".

93
9/29/14
•
STALL WEDGES
•
Stall Wedges are small, wedge-shaped strips
mounted on the leading edge of the wings at about
one third span.
•
They are designed to disrupt the boundary layer
airflow, at large angles of attack approaching the
stall, thus ensuring the air stalls at the root of the
wing first.

95
96
 ACTIVE LOAD CONTROL
-
It is a complex system that senses disturbances
in the air that may cause both discomfort to
passengers and crew
-
The gusts that are about to hit the aircraft are
sensed either by a tiny pair of vanes on either
side of the nose or by accelerometers mounted
inside the nose of the aircraft.
-
These instantly send a signal, 'bump coming', to
the flight control computers, which instantly
send a correcting signal to the elevators that
counter the bump and give a smoother97 ride.
•
4.4 MASS BALANCE
•
Since a control surface is hinged near its leading
edge, the C of G will be behind the hinge.
•
In the case of an aileron, air load distort the wing
upwards, aileron will ‘lag’ behind and distort
downwards producing an extra upward
aerodynamic force which pushes the wing up and
vice versa.
•
This phenomenon called flutter.

98
99
•

•
To prevent fluttering is to add weight either within
the leading edge of the surface itself or externally,
ahead of the hinge line.
•
The addition of these weights, normally made from
lead or depleted uranium

100
 externally

Internally

101
 4.5 CONTROL SURFACE BIAS

•
True control surface bias is achieved in
manually operated controls by the use of fixed
or adjustable trim tabs.
•
However in order to overcome the high stick
forces on larger aircraft at higher speeds, the
surfaces themselves are used to lighten the
forces.
•
This is referred to as Aerodynamic Balancing

102
•
Aerodynamic Balancing have 3 principal ways of
achieving it:

– Horn Balance
– Insert Hinge
– Pressure Balancing

103
104
 Horn Balance
•
A small part of the primary control surface ahead of
the hinge.
•
The airflow on this side assists the movement of
the control will attempt to move the control further
away from the neutral position.
•
Air loads on the control side, aft of the hinge, try to
push the surface back towards neutral.
•
If the proportion between forward and aft area of
the hinge is correct, the pilot will feel that his
control loads are more manageable
105
106
•
Inset Hinge
•
This method is similar to horn balance.
•
Instead of having a forward projection at one or
both ends of the control surface
•
The hinges are set back so that the area forward of
the hinge line, which projects into the air flow when
the control surface is moved from neutral

107
Inset Hinge Balance

108
•
Balance Panel
•
Balance panel used on some aircraft to assist the
pilot moving ailerons
•
Hinged balance panel forms a movable partition for
the sealed space ahead of the ailerons
•
When aileron deflected upward the air over its
bottom surface speeds up and produce low
pressure below the balance panel thus pulling the
balance panel down which assist the pilot holding
the aileron deflected upward.
109
110
 4.7 STALL WARNING & PROTECTION
•
Definition of STALL?
•
A stall is a condition in aerodynamics and aviation
wherein the angle of attack increases beyond a
certain point such that the lift begins to decrease.
•
Therefore aircraft require a system to warn the pilot
of an impending stall.
•
There are several stall-warning systems in use:
❑
Pneumatic
❑
Electrical
111
 Pneumatic Stall Warning System
•
This system is common on light aircraft. In this
system consist of:
➢
Plenum chamber -mounted in the wing leading
edge.

➢
Adjustable plate- Adjusted so that in normal
flight attitude a slot in the plate coincides with
the stagnation point of the wing. Acts as part
of the leading edge.

112
 How the system works?
•
The plenum chamber is connected by tube to a
horn/reed assembly in the cabin.

•
As the angle of attack is increased the slot in the
adjustable plate moves up from the stagnation
point.
•
The slot is so positioned that it reaches a low
pressure area sufficient to draw air through the
horn/reed assembly which will emit a noise and
alert the pilot to an impending stall.
113
114
 Electrical Warning System
•
This is typical of a system fitted to larger aircraft.
•
This is a simple system that employs :
➢
A micro-switch (transducer)
➢
A vane.

•
The transducer is mounted in the wing leading edge
such that the operating vane is at the stagnation
point during normal flight.

115
•
As the aircraft angle of attack increases ,operating
vane effectively moves up and away from the
stagnation point.
•
Until one point it will overcome a spring pressure to
deflect the vane and close the micro-switch
contacts.
•
This completes a circuit to illuminate a warning light
and sound a warning horn. This should occur just
prior to reaching the stall.

116
117
 Stick Shaker.
•
A small electric motor attached to control column
•
The stall warning device may be connected to the
stick shaker/pusher
•
AoA transducer will send AoA data to a computer.
•
A signal then will be send to stick shaker/pusher
when approaching stall angle.
•
When activated, it turn an out-of-balance wheel
which causes the control column to shake.

118
119
 Stick Pusher
•
A stick pusher is normally incorporated with a stall
warning system such as a aural alert or a stick
shaker.
•
Warning system would energize prior to the
activation of the stick pusher.
•
This would allow the pilots the opportunity to
correct the high angle of attack before the
intervention of the stall prevention system.

120
•
Operation:
– This system operates a pneumatic jack/actuator
connected to the elevator control system.
– Pneumatic supply came from bleed air typically around
40 psi
– When operated, it gives push to control column to pitch
down the aircraft.
– Pilot can override it by switch located at control column.
– In some aircraft, the stick pusher can be overpowered by
the pilot
121
 TOPIC 5 :
SYSTEM OPERATION

Prepared By: Mohd Hafiz 122

 5.1 Mechanical System Component
•
Each flight control system consists of three main
sections:

– Input/handling device

– Transmitting system/device

– Control surface

123
 A. Input/handling device
•
Control columns/wheel all have the same purpose
to :
– Move the ailerons and elevators. They can be moved
within the lateral and longitudinal axis. This usually used
in light aircraft.
•
The control about the yaw axis is done by means of
pedals. All pedals have two or three functions:
– Rudder control
– Landing gear brake actuation
– Nose wheel steering. 124
•
Besides the main control input assemblies there
are:
– Trim wheels for all three control directions
– The flap lever
– Electrical switches for alternate control of trim
motors in addition to automatic controls.

•
In large aircraft, the secondary control inputs are
located at the centre pedestal and the trim and
autopilot switches at the control wheel.
125
 B. Transmitting system/device

•
The transmitting system consists of:

– Control Cable, cable drums, pulleys, turnbuckles,

tension regulators and cable quadrants

– Control rod, levers and cranks

– Complete control servo systems with hydraulic
power supply, valves.
126
 Control Cable

•
Aircraft control cable is available on both
Corrosion Resistant Steel (CRES) and Carbon
Steel

•
CRES cable more expensive and has a lower
strength but its longer life make it better for
use where corrosion may be a problem.

127
•
Three types of cable

•
Non-flexible = 1 X 7 , 1 X 19

•
Flexible = 7 X 7

•
Extra-flexible = 7 X 19

128
Cross sectional of cables

129
•
Non-flexible is used for straight run where the
cable does not run over any pulleys

•
Flexible can be used for straight run where the
pulleys are large but should not use under extreme
flexing
•
Extra – flexible is widely used for primary flight
control system
*The min size that should be use in primary control
system is 1/8 inch
130
 Turnbuckle
•
Turnbuckles are used to adjust cable tension

•
Turnbuckles consist of threaded cable end and
turnbuckle barrel.
Turnbuckle consist of right and lefthand thread which
can be identified with a groove for left hand thread.
•
2 methods to safety a turnbuckle by wirelocking or
locking clip

131
132
– Locking clip

•
Anti-twist protection for modern turnbuckles
consists of clips.
•
The threads must have splines, which must be
set congruently for protection to be able to
insert and lock the clip.
•
The advantage is absolute protection against
twisting.

133
134
 •
Lockwire

•
The older type of turnbuckle protection has a
lock wire.
•
This is available with two options, with two
wires or with one wire.
•
The disadvantage is that there is no
guaranteed protection against twisting

135
136
137
 Pulley
➢
Pulleys are grooved wheels used to change cable direction
and to allow the cable to move with a minimum of friction.

➢
 Made from layers of cloth impregnated with phenolic resin
and fused together.

➢
 Pulleys are provided with grease-sealed bearings, and
usually do not require further lubrication.
➢
Must be provided with cable guards to prevent cable from
slipping off.
138
139
 Cable Quadrant
•
Cable quadrant can be considered as being a flat
cable drum.

•
Allowing only a few degrees of rotation.

•
Its operation is similar to that of a two armed lever,
but with a constant lever arm

140
141
142
143
 Bellcranks
•
A bell crank is a type of crank that changes
motion through an angle.

•
The angle can be any angle from 0 to 360
degrees, although 90 degrees and 180 degrees
are common.
•
When one arm is pulled or pushed, the bar
rotates around the pivot point, pulling or
pushing on the other arm. 144
145
 Cable Tension Regulator
•
As the cables are made of steel and the airframe
structure is made of aluminium alloy.
•
Unequal expansion of two components
•
Any excessive tension or slackening of the cables
will damage pulley also cable can slipped off from
pulley
•
Both these possibilities can be avoided by the use of
automatic cable tension regulators.

146
– A cable tension regulator consists of two
compression springs and a locking cross-beam.

147
 Torque Tube
➢
A hollow metal tube

➢
Transmit a TORSIONAL force from actuating control
to control surface

➢
Usually utilized at flap system

➢
For large aircraft, uses electric or hydraulic motor to
148
actuate control surface such as slat and flaps
149
 Control Rods
•
Control rods are able to transmit control forces in
both push and pull directions.

•
They are made of aluminium alloy tubes which have
threaded inserts at both ends.
•
External threaded end fittings fitted to the tubes.

•
Can be adjust length by turning the rod in a small
number of turns. 150
PURPOSE ??

151
 Fairlead
•
Used to stop cable from vibrating or preventing
cable rubbing on aircraft surface.

•
Ensure proper movement without cable damage.
•
Non movable parts & allow only 3 DEGREES change
in cable direction.

•
Made from material softer than the cable eg: soft
plastic & fiber.
152
153
154
155
 Control Chain
•
Chains are used for short distances and when the
control velocity is not very high.
•
Typical examples are manual trim drives and the
interconnection of control wheels in light aircraft.
•
Chains used for aircraft purposes are generally of
the simple roller type
•
Simple roller chain consists of outer and inner
plates, rollers, bearing pins and Bushes
•
Three principal dimensions: Pitch, Width between
inner plates and Roller diameter. 156
157
158
 C. Control Surface
•
Early generation of aircraft use conventional
mechanical controls to move the controls surface.
•
As presented earlier its normally consist of cables,
chains and torque tubes as presented earlier
•
The control surface on this type of system would
normally be operated by a conventional control
column ,control wheel, pedal and lever.
•
Operation of this is instinctive to the pilot.
159
Example: Operation of Manual
Flight control System

160
 AILERON
•
There are two ailerons installed, one at the
outboard trailing edge of each wing.
•
The ailerons are manually operated by dual control
wheels.
•
The linkage from the control wheels to the ailerons
consists of an arrangement
– Pulleys
– cables
– quadrants 161
162
163
164
165
166
 RUDDER
•
The aircraft is controlled about the yaw axis by a
rudder control system. The linkage from the pedal
assemblies to the rudder and the tab consist of an
arrangement of
– Pulleys
– Cables
– Quadrants
– Push-pull rods
– Levers
– Bellcranks 167
•
The control cables leave the pressure compartment
through pressure fairleads at the rear pressure
bulkhead.

168
169
•
The elevator is connected to control column in the cockpit
by:
– Pulleys
– Cables
– Push-pull rods
– Bellcranks
•
Pulling back the control column, pulls the elevator up
cables and rotates the top elevator bell crank forward
•
The control horn on the bottom of the elevator torque tube
is attached to the bell crank with push pull rod,
•
As the bottom of the bell crank moves back pushes the
elevator up 170
171
 D. Powered Flight Control Unit (PFCU)

•
In large modern aircraft that fly at high speeds, the
air loads on the flying control surfaces far exceed
the ability of the pilot to move them manually.

•
To overcome this problem hydraulic pressure is used
to move the control surfaces, a POWERED FLYING
CONTROL UNIT being used to convert hydraulic
pressure into a force exerted on the control surface.

172
•
PFCU consists of :
– hydraulic jack
– The body of fixed to the aircraft structure
– Ram via a linkage to the control surface.
•
The servo valve which is connected to the pilot's
controls by a system of cables or pushrods.(INPUT)
•
Directs fluid to either side of the jack piston and
directs the fluid from the other side to return.
•
Jack ram will displaced and as this is connected to
the control surface via pushrods (OUTPUT), the
control surface is moved. 173
174
•
There are 2 types of PFCU:
– Valve Ram
•
Consist of servo valve and ram assembly supplied
with hydraulic power from the Aircraft`s hydraulic
system.

– Self Contained
•
Consist of self contained unit with its own hydraulic
system with an electrical supply from the aircraft`s
electrical system to operate the hydraulic pumps. Also
contains servo valves a ram assembly
175
•
Valve Ram Type
– This type can be mounted in two ways:
•
Power Assisted Operation
•
Power Operated Control

176
177
•
Power Assisted Control
– Input and output link connected in such a way
that some of the loading felt by the control
surface is felt by the pilot (feedback)
– The pilot will feel a proportion of this loading by
the ratio a:b. There is a lost motion bush system
(allow small play) at the connection of the jack
ram to the lever
– The link between control surface & control
column is designed in a way that some of the
control surface load is imposed to the control
178
column providing proportional feedback to pilot.
•
Power Operated Control

•
Operated by hydraulic power. Input from pilot move
the servo valve to allow hydraulic fluid to operate
hydraulic jack & move control surface. Pilot has no
feel therefore artificial feel is provided.

•
PFCU body move the control surface, jack ram is
attached to the structure. “Summing link” between
pilot input and PFCU output is use as the negative
feed back link.
179
180
 Manual Reversion
•
Manual reversion allows the pilot to operate the
controls manually should the PFCU fail.
•
Manual operation will be heavy with reduced
control authority but it is a reliable emergency
standby measure.
•
When manual reversion occurs the pilot will move
the control surface directly via the PFCU.
•
In this case the unit just acts as another link in the
system.
181
 Self-Contained PFCU
•
No external hydraulic power supplies
•
Internally they have their own complete hydraulic
(built-in) system
•
The only external connections are electrical and the
control rods
•
An electric motor continuously drives a bank of
hydraulic pumps.
•
Movement of the pilot’s input causes a servo valve
to move the main bank of pumps, which causes
fluid to be pumped to one side of the 182
jack.
183
 ELECTRICAL FLIGHT CONTROL

•
Many modern aircraft use electrical inputs to the
powered control units.
•
This eliminates the need for mechanical controls
and all of the chains, pulleys, fairleads and linkages
associated with this type of system.
•
This topic is covered in more detail in the Fly By
Wire section.

184
•
The electrical flight control computers are designed
to ensure a high degree of safety.
•
This is accomplished by using a high level of
redundancy which consists of multiple computers
installed in the aircraft, in order to assure aircraft
control.
•
Each computer is also composed of one control unit
& one monitoring unit. Control & monitoring
software are different and the control and
monitoring units are physically separated
185
 TOPIC 6 : `Q` FEEL
•
Due to fully powered aircraft control, pilot has no
feel of the loads on the control surfaces that could
overstress or over control the aircraft and control
system

•
Artificial feel device is incorporated in the control
system give some indication of the aerodynamic
force to prevent that overstress or over control.

186
•
Various types of synthetic feel devices are
used to simulate control surface loadings
which are:
– Spring Feel
– Hydraulic Feel Simulator

187