Exercise 4: Effects of Controls

AIM

 to provide a thorough understanding of how various flight

controls affect aircraft behavior
OBJECTIVES

 To understand the aircraft control surfaces and factors effecting

them

 To have a basic understanding of Stability

 To use the ventilation systems for comfortable environment

Lesson content:

1. Primary flight controls

2. Effect of power

3. Stability and Control

4. Secondary flight controls

5. Operation of mixture control;

6. Operation of carburetor heat

7. Operation of ventilation systems

PRIMARY FLIGHT CONTROLS
PRIMARY FLIGHT SURFACES

 Ailerons (Roll control)

 Elevator (Pitch control)

 Rudder (Yaw control)

 AILERONS

 Ailerons are located on trailing edge of wings

 Ailerons move when the pilot moves the stick left or right

 stick moved right causes right aileron to go up and left aileron to go

down and vice versa

 Secondary effect of roll is yaw

AILERONS

 Limitations and Considerations of Ailerons:

 Adverse Yaw

 Reduced Effectiveness at Low Speeds

 Limitations in Crosswind Conditions:

 Flight Envelope
ELEVATORS

 Elevators are one of the primary flight controls, responsible for

controlling the aircraft’s pitch

 Located on trailing edge of horizontal stabilizer

 Affects the climb and descent of aeroplane

 Pulling stick back,elevator up and aircraft nose up

RUDDER

The rudder is the primary yaw control surface of an aircraft, located

on the vertical stabilizer (fin). It controls the aircraft’s yawing motion
(nose moving left or right) by deflecting air

 Primary effect of rudder: Yaw

 Secondary effect of rudder: Roll

Factors Affecting Rudder Effectiveness

 Airspeed

 Center of Gravity (CG)

 Propeller Effects (Single-Engine Aircraft)

SKID VS SLIP TURNS

Slip – Insufficient or Opposite Rudder

A slip occurs when not enough rudder is used, or when rudder is
applied in the opposite direction of the turn.
Skid – Excessive Rudder
 A skid occurs when too much rudder is applied in the direction of
the turn.
SLIPSTREAM

 Slipstream, also known as spiraling slipstream, is the

corkscrew-like airflow created by a propeller as it rotates

 Most noticeable at low speed and high power settings such as

during takeoff, slow flights and aircraft yaws to the left
EFFECT OF SPEED

Control Responsiveness and Airspeed

 Higher Airspeeds: Increased airflow over control surfaces makes

them more effective.

 Lower Airspeeds: Control surfaces become less effective due to

reduced airflow.

 Stability Considerations

 High Speeds: The aircraft is more stable due to higher

aerodynamic forces.

 Low Speeds: Stability reduces, and the aircraft may feel more
sluggish
EFFECT OF INERTIA

 Aircraft resists changes in motion.

 Heavier aircraft have greater inertia due to greater mass

Inertia is more noticeable in the following

 Turns

 Power changes

 Turbulence

 Emergency Maneuvers
EFFECTS OF POWER
THROTTLE AND ENGINE POWER
•Increased Power:
•Faster climb performance
•Higher speed (with controlled attitude and
drag)
•Helps in stall recovery
•Reduced Power:
•Slower speed and descent
•Reduced stability, requiring more control
inputs
EFFECT ON AILERONS (ROLL CONTROL)

 increased power affects roll response, especially at higher

speeds, requiring more input.

 Power has a negligible effect on roll as it’s a secondary effect of

yaw moment but it can happen
EFFECT ON RUDDER (YAW CONTROL)

•Rudder is crucial for maintaining coordinated flight, especially

when power changes.
•High power, particularly in propeller-driven aircraft, can create a
yawing moment. This is often called “engine torque” or “P-
factor”, tendency of the aircraft to yaw in the opposite direction
of the rotating engine
•More noticeable when using high power at low speeds
EFFECT ON ELEVATOR (PITCH CONTROL)

 More power can cause the aircraft to pitch up; less power results
in a pitch-down tendency.

 Elevator back pressure must be increased as speed decreases

due to use of less power to maintain straight and level flight
EFFECT ON STALL

 Power plays a key role in how an aircraft behaves as it

approaches a stall.

 At low power settings, aircraft are more prone to stalls

because there’s not enough lift or speed to maintain controlled
flight

 Addition of power during stall recovery can also cause a sudden

pitch up tendency and a yawing moment !
STABILITY
STABILITY

 Stability is the ability of an aircraft to correct for conditions that

act on it, like turbulence or flight control inputs and tend to
return to its original attitude

Stability is broken down into two main categories:

 Types of Stability: Static and dynamic stability

 Stability on 3 axes: Longitudinal, directional, lateral

TYPES OF STABILITY: STATIC
TYPES OF STABILITY: DYNAMIC
AXES OF STABILIY
AXES OF STABILIY: SUMMARY

 Types of Stability:
 Static Stability: Initial tendency to return to equilibrium.
 Dynamic Stability: The time-based return to equilibrium.
Axes of Stability:
 Longitudinal: Pitch stability (nose-up/down).
 Lateral: Roll stability (side-to-side tilt).
 Directional: Yaw stability (side-to-side movement of the
nose).
SECONDARY FLIGHT
CONTROLS
FLIGHT CONTROLS

Secondary flight controls are designed to enhance the

performance and handling of an aircraft, reducing pilot workload
and improving efficiency.

 Flaps

 Located on the trailing edge of the wings.

 Increase lift and drag, allowing for steeper approaches and lower
landing speeds.

 Trim Systems

 Help reduce control forces by adjusting control surfaces slightly.

 Includes elevator trim, rudder trim, and aileron trim.

TRIM

 Trim is used to relieve control pressures, allowing the pilot to

maintain altitude and attitude with minimal input.

 Located on the elevator in the DV20.

 Adjusted via a trim wheel in the cockpit.

 It uses a trim tab and moves opposite to the elevator direction

TRIM

Why is Trim Important?

 Reduces pilot workload.

 Helps maintain level flight without constant control input.

 Used in different flight phases: Takeoff, cruise, and landing.

FLAPS

 Hinged surfaces on the trailing edge of the wings.

 Used to increase lift and drag.

 Allow for slower speeds and steeper descent angles.

 Decreases the stall speed by increasing camber of wing

 Electrically operated on DV20

FLAPS VS NO FLAPS
OPERATION OF MIXTURE
CONTROL
Mixture Control?

 What is Mixture Control?

 Adjusts fuel-to-air ratio

 Needed for engine efficiency & performance

 Affects power, fuel consumption, & temperature

Lean vs. Rich Mixture

•Rich: More fuel, higher consumption

•Lean: Less fuel, higher efficiency, risk of
overheating
•Altitude impacts mixture needs
Effects of Improper Mixture Use

•Too Rich → Wastes fuel, fouls spark plugs

•Too Lean → Overheating, detonation, engine
damage
BEST PRACTICES FOR MIXTURE CONTROL

•Takeoff & Climb: Takeoff and Climb: A full-rich mixture is

typically used to ensure maximum power and cooling
•Cruise: Lean for best power and economy
•Descent: Gradually enrich to maintain optimal ratio
•Landing: Ensure rich mixture for go-aroundto have full power
OPERATION OF CARBURETOR
HEAT
CARBURETOR ICING?

 Occurs when moisture in the air freezes inside the carburetor

 Happens in high humidity & temperatures from -5°C to 15°C

 It an cause power loss, rough engine, or total failure

HOW CARBURETOR HEAT WORKS

 Directs warm air from the exhaust manifold into the

carburetor

 Melts existing ice & prevents further formation

 Can cause a temporary engine roughness as ice melts

WHEN TO USE CARBURETOR HEAT?

 During descent & low power setting

 If experiencing unexplained power loss

 In humid conditions, even if it’s not freezing

EFFECTS OF USING CARBURETOR HEAT

 RPM drop when applied – Normal

 Temporary rough engine – As ice melts

 Power restoration – If ice was present

VENTILATION SYSTEMS
FRESH AIR VENTILATION SYSTEM
 Fresh air is supplied through ducts, which are aerodynamically
designed to capture airflow efficiently.
 These ducts direct air into the cockpit through adjustable vents,
providing customizable airflow for pilots and passengers that can
be adjusted manually in direction and open/close
 In addition to the main ducts, small side window vents allow
additional airflow when needed, particularly during taxiing or
ground operations
CABIN HEATING SYSTEM

 The cabin heating system uses an engine exhaust heat

exchanger to warm incoming air.

 Heated air is then distributed in cockpit ensuring warmth in

colder conditions.
SAFETY CONSIDERATIONS

 Carbon monoxide contamination is a potential risk if there are

leaks in the exhaust heat exchanger.

 Pilots should regularly inspect the heating system for leaks and
use CO detectors for added safety.

 Proper maintenance and awareness can prevent health risks

associated with poor air quality.
EFFECTS OF CONTROLS
KEY POINTS

Primary flight controls Stability

 Primary flight surfaces • Stability
 Ailerons  Types of stability: static
 Elevator  Types of stability: dynamic
 Rudder  Axes of stability
 Skid vs slip turns  Stability: summary
 Slipstream Secondary flight controls
 Effect of speed  Flight controls
 Effect of inertia  Trim
Effects of power  Flaps
 Throttle engine power  Flaps vs no flaps
 Effect on ailerons Operation of mixture control
 Effect on rudder  Mixture control?
 Effect on elevator  Lean vs. rich mixture
 Effect on stall  Effects of improper mixture use
KEY POINTS (CONTD)

Operation of carburetor heat

 Carburetor icing?
 How carburetor heat works
 When to use carburetor heat?
 Effects of using carburetor heat
ventilation systems
 Fresh air ventilation system
 Cabin heating system
 Safety considerations
 “ THE ELEVATOR DICTATES YOUR CLIMB, BUT
ENERGY MANAGEMENT DICTATES YOUR FLIGHT ”