Book 1 Module 13 THEORY OF FLIGHT FLIGHT CONTROLS Licence By Post Licence By Post © copyright B2 13.4(a) 13.7 ISSUE 122CONTENTS PAGE Controls introduction 1 Typical large aircraft surface location 3 ‘The regulations Primary flying controls Components Typical systems Tabs Turnbuckles Control Suirfage balancing Ailerons | / Tailplanes | Spoilers || Flaps | | Slats | Gust locks Position indicators Mach trim | Stall warning | Control system-checksHOW TO TACKLE THIS BOOK Specifically written for the B2 technician to level 1 standard ~ at this standard the knowledge required is an overall view of how the systems work and what effect their use has on the aircraft.FLYING CONTROLS In order to allow the pilot to control his/her aircraft in the air flying control systems are fitted. These consist of moveable surfaces fitted to the trailing edges of the fin (rudder), tailplane ~ in rare cases a foreplane (elevators), and mainplanes (ailerons). These are called Primary Flying Controls and are connected via a control system to the pilot’s controls in the flight deck. The controls must be instinctive and work in the correct sense. Other flying controls include: tabs; moveable/all flying tailplanes; spoilers, etc. Instinctive Control When the pilot pushes the control column forward the aircraft dives or pitches nose down; when he/she pulls the control column back the aircraft climbs or pitches ose Up. When the pilot foves the control column, or hand wheel left the aircraft rolls(left; when he/she moves the coptrol column, or hanfi wheel right the aircraft roll right. When the pilot pushes his/her left foot forward on the rudder bar the aifctaft turns (yaws) left (right foot forward the aircraft turns righ). | ey | Jy ;L-7, come | | | | r \\ | The control burfaceg Should move in the corréct relationship ee control column or rudder po movement. This is d correct/SENSE. (see Table 1). o “| Of e C A [sence Elevators Hinged to the trailing edge of the tailplane and connected to the control column. Movement of the elevator gives longitudinal control about the lateral axis. May be interconnected with movement of the tailplane. Rudder Hinged to the trailing edge of the fin and connected to the rudder bar. Movement of the rudder gives directional control about the vertical axis, Ailerons Hinged surfaces on the outer trailing edges of the mainplanes. Movement of the ailerons gives lateral control about the longitudinal axis. eeOn many civil aircraft the ailerons are interconnected with the spoilers. May also be split into inboard and outboard ailerons with the inboard only operating at high speed. TABLE 1 CONTROL SURFACE MOVEMENT - CORRECT SENSE |COCKPIT CONTROL CONTROL SURFACE EFFECT MOVEMENT MOVEMENT Control column pulled | Elevator moves up. Airflow hits the control back. co surface and produces a downward force, this is transferred to the tailplane causing the tail to go down and the nose td.go up. Control fe mn pushed forward.| | =a re orn. } Similar to the above But in the pppostte direction. i Control ¢ofumn or hand-wheel to the eft. /| ‘Aileronb. [Left one Up. Right oh¢ down. | | \] } | ‘The up going-ailéron (on down going wing) experiences a down. force which pushes the wing down\_The down going aileron experiences an upward force therefore pushing the right wing up. Control column or Inand-wheel to the right Ailerons. Right one up. Left one down. Similar to the above but in the opposite direction. Rudder pedals. Right foot forward. Rudder to the right. The air flow pushes on the rudder producing a force to the left, this pushes the tail to the left and the nose of the aircraft to the right. _| Rudder pedals. Left foot forward. Rudder to the left. Similar to the above but in the opposite direction.‘CONTROL COLUMN ~ CABLES pwr pvot — ELEVATOR Fig. 1 SIMPLIFIED ELEVATOR CONTROL SYSTEM SHOWING CORRECT SENSE RUDE CABLES | } Fig. 2 SIMPLIFIED RUDDER/CONTROL SY: SHOWING CORRECT SENSE PN ontrot cov —— BALANGE CABLE Fig. 3 SIMPLIFIED AILERON CONTROL SYSTEM SHOWING CORRECT SENSE A Typical Large Civil Aircraft The following is a brief description of the primary controls, and the high lift and drag devices of a typical large aircraft. Of course, for specific information on an aircraft's control system you should refer to the aircraft's AMMElevator Usually hydraulically powered using Powered Flying Control Units (PFCUs) and controlled by a dual cable control system (on large aircraft) from the flight deck. The system will have artificial feel, autopilot, stick shaker/stick push inputs. Tailplane Trimable using a hydraulic or electric motor with standard trim and Mach trim inputs. May move in response to control column input to assist the elevators ~ elevators up tailplane angle reduced. If it is an all-flying tailplane there will not be any elevators and the tailplane will move as a single unit - control column back ~ tailplane reduced angle of incidence, control column forward ~ increased angle of incidence. a Foreplane | | } Some aircraft have a foreplane fitted which jis similar to a tailplane in fuhetion but is in front $f the mainplane (it replabes the tailplane). This is ¢alled canard configuration. Fitted to some delt& winged aircraft and also to| some diréraft with swept or straight wings. It may be desizned to assist with the totaHift requirement and will lisually have elevators fitted. / | 1] Ifitis tied at ani angle of ea greatey'than that of the rhajnplanes it will stall first during the stall process’and lower the nose of the piretaft. This means that the aircraft can be designed to be “stall proof”. — ‘The pitch controls are still instinctive and the elevators must operate in the correct sense — control column back (climb), elevators down, fore plane rises, nose — rises. Control column forward (dive), elevators up, foreplane goes down. 2 Notice that in this case the elevators move opposite to those fitted to the conventional aircraft with tailplanes. Rudder Usually hydraulically powered and maybe controlled by a dual cable control from the flight deck. Fitted with yaw dampers (help prevent dutch roll) and will have autopilot input.Ailerons May be organised to droop for take-off to provide more lift, and are interconnected with the spoilers (asymmetric operation) to provide improved roll control. Are usually powered hydraulically and operated by cables from the flight deck. Will have autopilot input. Fitted, one on the starboard wing and the other on the port wing, and designed so that as one goes up the other goes down. All the Primary Controls (elevator, rudder and aileron) have stops fitted with some having an inbuilt automatic provision to reduce their range of movement with increased airspeed. saa cove Ha Fig. 4 FLYING CONTROL SURFACES AND HIGH LIFT DEVICES - TYPICAL LARGE AIRCRAFT Spoilers Situated on top of the wings just forward of the flaps and hydraulically powered to operate in the Flight or Ground mode. In the ground mode they are designed to deploy automatically on landing (weight switch operated) to create drag and dump lift to assist in landing. -5-In flight, the spoiler on the wing of the up-going aileron (down going wing) will deploy to dump lift and create drag - helping to back and turn the aircraft in the desired direction. Deployment is automatic and may be initiated when the ailerons move past a certain angle, or are initiated within a certain airspeed range when the aileron move. Often fitted as several separate spoilers on each wing each with its own function (igure 4). Slats Hydraulically powered and symmetrically operated to create lift and increase the stalling angle. Fitted to the leading edges of the wings. Create drag but designed to keep this to a minimum. ae! Leading Edge or Kruegar Flaps ry] | | Often, a at locations inboard ols inboard engines (figure 4) and may be ically opérated to give the same affect As slats. pneumatically powered. Symmeti | 7 - [ Flaps Usually of the Fowler variable eren bye. Aye symmetrically ules to increase lift (and-increase drag). ?— ow All flap and slat systems have asymmetric protection systems and have automatic retraction/warning systems if left down after take-off with increasing airspeed. ELEVONS RUODER Fig. 5 ELEVONS - CONCORDE OElevons With tailless delta wing aircraft the elevators and ailerons are combined into a single control surface called an elevon. When the control column is pulled back all the elevons move up, when the control column is moved to one side (control wheel rotated) the elevons on one side of the aircraft move up and on the other side move down. This is achieved (on Concorde) by the use of a summing link system (figure 6). When the control column is moved back or forward and moved from side to side the summing link system sums the inputs, eg pulled back and moved left - all elevons up but the elevons on the left wing move up further than the elevons on the right wing - the aircraft climbs and banks to the left. Ruddervators On some aircraft the fin and tailplane are combined to form a butterfly tailplane with anes inclined at a dihedral angle of about 45° to the horizontal. This means that the butterfly tailplane acts both\as,a vertical and a horizontal stabiliser.| This combined stabiliser ig not as|eflective as the conv ationpl empanage but it is cheaper and prodiices legs frag. | | Jf | Fig. 6 BUTTERFLY TAILPLANE The control surfaces are combined elevators and rudder and are called ruddervators. They are operated from the control column and the rudder bar via a summing link system not too unlike, in principle, to that required for elevons. So, for example - climb or dive both move up and down together. Yaw to the left they both move left, effectively the left one moving down and the right one moving up. With a combined climb and turn to the left, for example (ignoring the ailerons), both move up but the right one moves up more than the left one. Figure 6 shows the French built Robin.THE REGULATIONS - JAR 25 Control Surfaces Must meet the airborne and ground gust loads specified for the airframe. Must be fitted with control stops. Control System For the lateral, longitudinal and directional control of the aircraft, and for drag control systems - the support structure must have a factor of safety related to the control surface maximum moment load. The system must operate easily, smoothly and be positive in operation. Have a control stops fitted. Should be designed to prevent jamming by foreign objects. 9 ~ i [ “2 8 4 CL —\ Tas It should be so designed as to mifcise the possibility of inco} fet aSgembly, and must be capable of continued operation if: | | \ } } } , (a)| | A single faiture of a hydraulic/mechanical or st element occurs. a < Dual electrical or hydraulic systems fail. a} (4) | The system experiences a run-away flight control \ it, aA) | 7 | On load there thust be: c i J (a) No jamming. (b) No excessive deflection. (0) No excessive friction. Structural deflection should not affect the system adversely and minimum and maximum forces are specified for the pilot’s input, and minimum forces specified when pilots are operating in opposition on dual control systems. Cable System Cables used on aileron, elevator and rudder must not be smaller than a specified diameter. Tensions must be kept reasonably constant and pulleys must be fitted with guards to prevent cable displacement or fouling. A cable must not change direction more than a few degrees after passing through a fairlead and specified parts of the cable system must have access for inspection.Gust Locks Must be fitted to a specification and provision made that they: (a) Cannot be engaged in flight. (b) Cannot be engaged during take-off, and if they are, that take-off is not possible. Trim Systems Must meet minimum input force standards with loadings specified for: (a) Trim tabs. (b) Balance tabs. (c)__ Servo tabs. _ = ‘They mus} dperate in the ap se inf and be\designed to preverit abr changes of sireraft trim, Flight deck indicat a must be provided and ‘he tab must be it j ersible unless it is a *y ce peer) Stability Augmentation (This is Active S abl ify as fitted to Some aystdn} of some of the newer aircraft). Can be defattivated pr over-ridden by the pildt without affecting safe control of the aircraft. Ut amuast be provided pith-e-failur ed /warning system/ X Configuration (Config) Warning An aural warning is provided if, during the take-off run, the aircraft is not correctly configured. The configuration to include: (1) Flap position. (2) Slat position, (3) Spoiler position. (4) Wheel brake configuration. ‘The warning to be cancelled by either: (a) Changing incorrectly selected system. (b) Abandoning take-off. (c) Aircraft rotation. (@) Pilot de-activation.Wing Flaps and High Lift Devices Minimum loads are specified with factors of safety for take-off, in-flight, and landing conditions. Lift and drag devices must be selectable by the pilot at all times except where they are designed to be used on the ground where provision must be made to prevent inadvertent flight operation. Flight deck indication must be provided with warnings of asymmetric operation of a symmetrical system (eg flaps). Wing flaps must have a synchronising system strong enough to prevent asymmetric operation occurring with one side completely jammed and the other side under full operating power. PRIMARY|FLIGAT CONTROLS \ \ | Considered as those controls responsible for the direct control ee dirdrat about its three axis. Pitch about the lateral akis. Roll about t Jongitiidinal axis and yaw about the vertical axis. - A i i i] Control $urface Theory || 1] | iy, | | } J | fas ie ‘The coptrol-surface is said to work by-a-comVination two theoide the mean camber line theory and the force theory. With the Mean Camber Line Theory when the control surface moves it alters the mean camber line of the main surface to which it is attached. This alters the lift on that surface and it is caused to raise or lower. With the Force Theory when the surface moves into the airflow it experiences an aerodynamic loading and the vertical component is transmitted to the main surface of the aircraft which will move in that direction. The horizontal component is drag. Systems Movement of the pilot’s controls is transmitted to the control surfaces by a combination of rods or cables and powered flying control units. Chains and sprockets may also be used. The system must transmit the control surface loading back to the pilot on non powered systems. -10-RUDDER BAR ADJUSTER CABLES TO RUDDER Fig. 8 TYPICAL RUDDER BAR MECHANISM Detent or Disgonnect Strut (Torque Limiter-on the L-1011) 4 ( oo \ \ Fitted on $ome aircraft where di plegte controls run from the flight deak to the control surfaces. It is fitted between the pilots and co-pilot's ‘1s so that should a jam occur on one system the other/system can be operated ndrnally - after the detent strut has "broken gut..—/_/ | J RL piggeoneo coe Fig. 9 DETENT STRUT EXAMPLE - BAe 146 oie‘These break out struts vary in design an figure 7 shows the detent strut of the BAe146 aileron control system. It is located under the flight deck floor and connects the pilots control column to the co-pilots control column. Effectively it is a rigid link as the rollers are forced into the detent grove by the action of the spring collate. If one side of the control system becomes jammed and the other side is operated then (at a break out load of 351b force) the link "breaks out". This allows one side of the system to be operated even though the other side is. jammed. During this operation the inner shaft is allowed to slide in and out of the outer shaft as the rollers have been forced out of their detent positions. The break out of the strut operates a microswitch on the strut that releases the disconnect device on the aileron balance/interconnecting cable circuit, allowing movement of either aileron. Control Stops — —_ on ~ ~\ Usually fajustae and fitted to thelfront and\rear of each systefn. Will\yontrol the range df movement with Pri control stops fitted at the flight deck end and secondary fontrol stops fitted at contro] surface end. On some air¢raft the range of mpvement of the control reduced automatically e sp¢ed increases - the BAG1#6 for example (figure 14). ib.achieved by automatic thoveable control stops or limiters. | 7 | it } | Chains and Spi kets } Cables iiiay go around a pulley or be connected to the pulley end fittings. The cable may terminate at a chain fitting - usually a turnbuckle - and the chain passed around a sprocket. This provides a positive drive to the sprocket. Cable Support Cables can be supported by pulleys and special quadrants where they can change angular direction - without limit. Where little or no change in direction is required various types of fairleads can be used. Fairleads are usually made of composite material and must not be lubricated. Pulleys Made from fibre, plastic or metal and are used to give a more abrupt change of direction of the cable run. Guards are usually fitted to retain the cable on the pulley and often a cover to keep out unwanted small items which might foul their operation. lanOn some aircraft, such as the A320 and B777, transmission of control signals to the (powered) control surfaces is via a computerised fly-by-wire system with transducers fitted to the pilot’s controls. On some (mostly military) aircraft a fly-by-light system is used (also computerised). ‘There are two basic types of mechanical system: (a) _ Rod System. Light alloy push-pull rods, supported by idling links, bell cranks, roller bearings or graphite impregnated bushes, forms a simple rigid link system. Changes in direction of the control run are obtained by the use of bell crank levers or torque tubes. Not often used as a complete system though incorporated into a system where cables are used for most of the control run. (b) _ Cable System. Non-corrodible extra flexible cables, tensioned to eliminate lag, fornf_ effectively a continuous|loop over pulleys and quadrants so ato provide a pull in Both directions. Each length of cable\has end fittings agec\iny position, some of which are drilled and tappeéd| to = the turnbuckles ye to tension the fable run. ae } On long straight runs tie rods may re Lae ches. The cables ar Pieten pulleys and fair-leads and pulleys =n shange the direction-of tHe cable run, ‘Thege pulleys and fair-leads rhust be kept clean to reduce system friction. The cable systems are usually anh te with ‘port and starboard!’ systems interconns ect ied via/disconnect! rod: at wily ee should ope side jam. yCY Cable syetems-are-cheaper and a oe /pull rod Ea and have automatic tension regulation. This is achieved by means of Cable Tension Regulators, which give a relatively constant system tension irrespective of changes in temperature affecting the length of the airframe (steel cables stretched between pulleys fixed to an aluminium structure with a significantly higher coefficient of linear expansion). CONTROL SYSTEM COMPONENTS The flight deck controls usually consist of a control column or control wheel and rudder pedals. Where there are two sets of controls (pilot and co-pilot) they are interconnected with a spring link or an automatic disconnect link so that if one side jams the other can be operated. ‘The control column (or control system near the control column) is fitted with a "stick shaker" - a small electric motor driving an out of balance wheel. -ll-When the aircraft approaches the stalling angle the motor is operated by stall warning/AoA indicator to cause the stick to shake and warn the pilot. On some aircraft a stick push may be fitted to move the control column forward when the aircraft approaches the stalling angle. The pilot can overcome this if he/she wishes. ‘The rudder pedals are fitted with a leg length adjustment mechanism, and are normally fitted with wheel brake motors (foot motors). ‘The hand-wheel may have controls fitted to it such as parking brake, auto pilot switch, intercom switch, elevator/tailplane trim switch etc. Fig. 7 TYPICAL CONTROL COLUMN SYSTEM On some aircraft (eg the A320) the control column has been replaced by a side stick fitted to the left hand console (for the captain) and the right hand console for the co-pilot. This is connected to the fly-by-wire system via transducers. The fly- by-wire system of the B777 is connected to transducers fitted to the bottom of an otherwise conventional control column. -12-Turnbuckles These may vary in design and commonly may be of the Barrel Rod type or the Tension Rod type. In general they all have a left hand thread at one end and a right hand thread at the other. When the centre part is rotated - holding the two cable ends to prevent them rotating - then the cable tension will either be increased or decreased. It is important that, after adjustment and prior to wire locking that the threads are in safety. Cable Connectors These are fitted to some cable systems at positions where the cables need to be disconnected. Each half of the connector is keyed in such a way that it can only be fitted back to its mating half. The connectors allow for quick cable disconriect anid reconnect without the |possibility of connecting two wrong cables mal Some may not | r \\ provide for any cable tension adjustment. | =~ Cable Teri Regulators | — ‘The majotity of modem aircraft now use cable operated systems for their flying controls. ‘This is dug, in a large part, to the development of efficient Cable Tension Regulators. / | fi} } vee Fig. 10 QUADRANT TYPE CABLE TENSION REGULATOR (SCHEMATIC) -15-Cable tension regulators are mechanical devices and can be made in many configurations. For the purpose of a brief description, we will consider the quadrant type. ‘This consists of a pair of spring loaded quadrants with a pointer scale for recording the cable tensions. The cables are inserted through slots in the recessed ends of the V grooved quadrants and the cable ends are secured at the cable anchorage's. When the cables are tightened equally (as with the fuselage getting longer as the aircraft descends) the quadrants rotate about the centre shaft and the links pull the cross-head freely along the locking shaft, compressing the springs and, in effect tensioning the cables. ead and, when the cables slacken (with an ad back along the shaft, thus tightening \ a) \ es When a pee load is applied by \ pilot dnly one link will tend to tilting the cros: tn on its locking shaft (p very small amount) and locking it to the shaft, preventing movement of one quadrantrelative to the other withthe whole system now acting as a pulley. Both quadfants are, therefore; locked tégether and operate as a solid pulley until the controlload is released) -— a Each tension regulator incorporates a scale and pointer whit Brovides a visual tension indication at all times. The correct reading depends on the ambient temperature arid must be obtained fornra ‘special graph provided for each regulator in the aircraft. ae — Pressure Bulkheads On pressurised aircraft the control run will have to pass out of the pressurised area to the unpressurised side of the cabin. ‘Thus control tubes and cables must pass through seals to prevent undue air leakage. The pressure bulkhead seal must allow freedom of movement, be self aligning, require little or no maintenance - and provide a good air seal. A popular method is the use of some form of gland assembly. Several types have been developed, all of which rely on packing rings or silicon rubber composite to provide the air-tight joint. Remember, they should be kept clean and not lubricated. PorPowered Controls On many aircraft it is usual to power the control surfaces hydraulically, using a simple hydraulic system, the control valve of which is moved by the pilot via the control system. However, to ensure that the surface moves only when, and as far as the pilot wants it to, a feedback from the jack to the control valve must be incorporated. (Negative feed back). ‘The basic jack and control valve are incorporated in one unit called a Powered Flying Control Unit (PFCU or PCU), and may contain the autopilot servo. The usual type of PFCU feeds off an aircraft hydraulic system, but there are other types which are self contained hydraulic systems requiring only electrical power to drive their pump motors (rare). vA 4K \[> | | eee vo vair} | loutput to —rinote impo / / uteet Dace ee leur | Fig. 11 SIMPLIFIED PFCU CUT-AWAY With reference to figure 11. The pilot makes an input to move the spindle of the servo valve. This ports fluid pressure to the appropriate side of the Feel Systems When a control system is powered in this way the pilot loses all sense of feel, since the work is done hydraulically. Since feel is essential for the pilot to fly the aircraft properly under adequate control, it must be provided artificially. The simplest form, a spring box in the control run, supplies a constant feel force irrespective of air load variations, and is therefore not completely satisfactory - but it is cheap. Another system measures dynamic pressure (q) and therefore surface loading, and varies the feel force accordingly. Feel force therefore increases as speed increases and vice versa and decreases with altitude and vice versa. It is known as *Q Feel". -17-Systems Figure 12 shows the elevator system of the A300. Note the duel cable system running the length of the fuselage with “disconnect systems” at the flight deck end and the tailplane end. Note the duel artificial feel systems each with its own hydraulic supply and the elevators each with 3 PFCUs. Each PFCU is connected into the system using spring input links so if one jams it will not jam the whole system. TEES —rsrosition eatin Co eeercntes Fig. 12 ELEVATOR CONTROL SYSTEM - A300 -18-The A/P servo has duel hydraulic supplies and the system has feed-back data from the position transmitter to the ECAM ~ Electronic Centralised Aircraft Monitor. With many modern aircraft longitudinal trim is achieved by having a trimable tailplane. It would appear from the drawing that the A300 has this facility. Figure 13 shows the aileron system for the A300. It shows the left hand-side with it being symmetrical with the right and side. Note each aileron is powered with 3 PFCUs connected into the system with spring rod inputs. The aileron system is interconnected with the spoiler system so that roll control is enhanced with the spoilers on the down going wing (up going aileron) being deployed - as a proportion to aileron movement. GREE) SPmAETMCAL WT THE LE MAND OE Fig. 13 A300 AILERON & SPOILER CONTROL SYSTEM ote,Spring artificial feel is employed and the system has an A/P servo with duplicate hydraulic supplies. ‘Trim is employed which adjusts a fulcrum to give the system a “new neutral’. To provide for additional lift on take-off and landing the ailerons are placed in the droop position. This means that they have a neutral that is lower than the trailing edge of the mainplane and will have a range of movement either side of this position. Note the droop actuator that is operated when the slats are selected. cide sect ~ eae || rary oa iL hohe | IF ae mT / in Se, LU Fig. 14 RUDDER CONTROL SYSTEM - BAe 146 Figure 14 shows the rudder system of the BAe 146. Note the twin actuators, the bulkhead pressure seal, yaw dampers, spring feel unit, trim system, cable tension regulator (compensator) and the stepped stop. -20-‘The stepped stop is fed with Pitot pressure and gradually reduces the range of movement as the airspeed increases. Notice the primary and secondary fixed stops. Figure 15 shows a schematic of the B767 rudder system. The cables run for the length of the fuselage with the linkage being in the tail section. _Note the trim actuator setting the whole system to a new neutral. Notice the spring feel unit which the pilot has to push/pull against. Note the A/P servo that when engaged moves the whole system to include the input shaft to the servo valve of the PFCU. Note the yaw damper that receives electrical commands from a computer (receiving signals from gyros/ accelerometers) that continuously input into the system to help prevent dutch roll. Because of the “stiffness” of the system “upstream” of the yaw damper this only moves the system between it and the PFCU (moving link 4 about F as a pivot). Fig. 15 B757 RUDDER CONTROL SYSTEM SCHEMATIC -21-TABS ‘These are ancillary surfaces attached to the rear of the primary flying control surfaces. A control surface may have several tabs attached to it although several functions may be built into one tab. Tabs are mostly fitted to non powered systems as powered systems are non-reversible. The tab works by putting a force onto the main control surface so the only tabs likely to be found on powered systems are balance & anti-balance. Fixed Tab This is adjustable only on the ground by maintenance engineers. It may be fitted to non powered controls and is used to correct for inherent flying faults. It may be an actual tab as shown or may be a metal strip attached to the trailing edge of the control surface. The tab as shown is adjusted by removing the fixing plate, repositioning the tab and refitting the plate.\The metal strip type tab is bent into ion usually using a v fal bending tool. fo \\ ‘CONTROL. ROD WUT wobsswe Neo am eenaecsuRrace wanederace SA Fig. 16 FIXED TAB ‘The tab is moved in the opposite direction to that which we require the control surface to move eg, to correct for an inherent nose down attitude the elevator needs to be raised which means the tab on the elevator is adjusted downwards. Controllable Trim Tab ‘This is moved by the pilot during flight to allow the aircraft to be trimmed to fly in a particular attitude “hands off”. ‘The tab may be manually operated using cables, chains and screwjacks, or it may be electrically operated with an electric actuator controlled from the flight deck Fitted to non powered controls. -22- OoPILOTS FLYING CONTROL INPUT ‘TRIM CONTROL INPUT Fig. 17 CONTROLLABLE TRIM TAB When the tab is moved it will cause an aerodynamic force to be applied to the main surface which will deflect slightly into the airflow - thus changing the attitude of the aircraft. Co c> Balance Tab | This assists|the pilot to move his c ntl on) a/non powered system, or)relieve the load on a powered system. It is autprhatic {gheration. The tab is|fixed by a rod to the mainplane, ‘ilblane or fin. Wherrthe Control surface is moved by/the pilot the tab is causeHl fo move in the opposite direction. The airflow hitting thle tab will cause a force e created in the direction that the control surface has moved. oe} (ae, (eS) ‘This force (Whilst small) is at some distance from the control surface hinge line - thus a turning moment is created which assists the pilot to move his/her controls. FRED LINK ATTACHED TO MAN Fig. 18 BALANCE TAB BoseAnti-Balance Tab To make the controls more effective and to give the pilot more feel (on an un- powered system) an anti-balance tab may be fitted. Itis similar to a balance tab except that the linkage is so connected that the tab moves in the same direction as the control surface - but further. This, in effect, gives the control surface more camber and produces more force. . 19 SERVO TAB me | | | Servo Tab || }} | | | | | | lay ‘This is simjlar to the balance tab inprinciple but it is operate directly/by the pilot. The dontrol surface is not connected to the control syste} ake free to move in directign. Movement of the pilat's primary control moves the tab, aerodynamic pressure on the tab jwill cause; foaming moment on the control surface, which will|move in the opposite direction. Control, however, is still instinctive. Fitted to non powered controls. -” 4 This type of tab works very well at reasonably high speed (all the primary flight controls on the Bristol Britannia are servo tabbed — as are the ailerons of the BAe146), but at low speed it has its problems. SO / Swe PILOTS INPUT Fig. 20 SPRING TAB -24-When the tab moves into low airspeed it produces little force and consequently poor control surface response. To overcome this problem Spring Tabs were invented. Spring Tab Fitted to non-powered systems and is similar to the servo tab but it only operates at the higher airspeeds. At the lower airspeeds the pilot operates the control surfaces as normal. The control linkage is connected directly to the tab with a connection to the control surface via a torsion bar (shown as a spring in the drawing). At low airspeeds the loading on the control surface is insufficient to overcome the pressure of the spring/torsion bar, and the movement of the control system moves the control surface directly throu the cori et an eeheee ar. airspeeds|the aerodynamic loading)oh the Control surface is suffitient Yo overcome the pressure of the spring/torsion bar. Movement of the link presses or extends the spring/torsion bar and moves the fab. The tab in furn moyes the control surface - acting as a servo fab. | / } t / / CONTROULABLE TRIM TAB SYSTEI \ \ ‘These arcloperated by the pilot inde ndently of the main contola and are not fitted to powered flying controls. ‘They-are-used to trim the aircraft to a particular flight eee to fly straight-and-tevél; allow for changes-in! C of G position due to say changing fuel load etc. ‘They may be operated from the flight deck by a mechanical system of cables and pulleys or they may be operated electrically. The cockpit controls are designed so their operation is "instinctive" — ie, fore and aft hand-wheel or switch forward - nose trimmed down. Horizontal hand wheel or control knob to the left aircraft trims (yaws) left. Lateral hand-wheel or switch to the left aircraft trims in a bank to the left. ‘The tab may be combined with say a balance tab and may be fitted to the rudder, elevator and, the ailerons (usually one on one aileron only). ‘The drawing shows a typical elevator trim system using cables and a screw jack. With most large aircraft this system would move the tailplane and trim tabs would not be fitted. (The fly-by-wire A320 for example, has a mechanical trim wheel on the centre pedestal for emergency control of the trimming of the tailplane.) Base‘srpoceet ‘qunumocrse usn/PuLt ROO Fig. i ELEVATOR TRIM)TAB CONTROL SYSTEM | MECHANICAL \ TABLE 2| ELEVATOR TAB MOVEMENT } } Aircraft Flying Pilot's Subsequent Fault) Action Pringary Control | / | Movement NOSE HEAVY. ONTROL ] Cc WHEEL [7° |_ 2 ‘up REARWARD _ TAIL HEAVY | CONTROL WHEEL UP DOWN FORWARD. Fig. 22. MOVEMENT OF ELEVATOR TRIM TAB - 26 -Elevator Trim Tab When hand operated this is by a hand-wheel in the flight deck mounted in the vertical plane fore and aft. It is instinctive in that forward winding of the wheel causes the aircraft to pitch nose down and rearward winding causes the aircraft to pitch nose up. When electrically operated, pushing the switch forward causes nose down pitch and operating the switch backwards causes nose up pitch. Aileron Trim Tab Operated by a hand-wheel mounted vertically laterally across the aircraft - or by a switch to toggle left and right. As the ailerons are interconnected, a controllable trimming is usually fitted to one aileron only. Markings on or near the hand- wheel, such as, "To correct for port wing low" and "To correct for starboard wing Jow" indicate the direction in which to turn the hand- ‘wheel. ae | \ \ | \ TABLE 3 exon TAB wore \ | [ \\ Aircraft Thihe Pilot's Action | (RIGHT AILERON) 7 st wet L, } Fault =| | _[Tab Movement 1 | NX \_\ me cfnent LEFT wane raw WHEEL TO THE Down Rig Er UPLEFT / RIGHT if RIGHT NG ~~| WHEEL TO THE uy Ra Low | —-LEFT DOWNLEFT UP HAND WHEEL MOVEMENT gf #6 Fig. 23 MOVEMENT OF AILERON TRIM TAB (FITTED TO PORT WING) -27-Rudder Trimming Tab May be operated by a hand-wheel mounted horizontally, or a vertically mounted knob that is rotated clockwise and anti-clockwise. Markings, such as "Correct for yaw to port" and "Correct for yaw to starboard" indicate the direction in which to turn the control. TABLE 4 RUDDER TAB MOVEMENT ‘Aircraft Flying | Pilot's Action Tab Movement | Subsequent Fault Primary Control Surface Movement YAWS LEFT WHEEL LEFT RIGHT CLOCKWISE YAWS RIGHT | WHEEL ANTI-_ | RIGHT | CLOCKWISE. aN errect IW FLIGHT Fig. 24 MOVEMENT OF RUDDER TRIM TAB Electrically Operated Trim Tabs Most of the electric trim systems are an extension of the manual system sometimes with provision to allow for manual trimming in the event of electric supply failure or electric actuator failure. The actuator is reversible and incorporates an overload clutch. ~28- OCockpit control is usually through centre off thumb switches that return to the centre off position when finger pressure is released. Pushing the switch one way will cause the tab to move, say, down, while pushing it the other way will cause the tab to move up. Again the system is instinctive. Operation of the switch will cause a de voltage to be supplied to the motor or operate a relay. The motor will operate via a reduction gearing to a screw jack to move the tab direct. On smaller aircraft the de motor is of the permanent magnet type with reversal being achieved by reversing the current in the armature. On larger aircraft the motor is a split field motor. Fig. 25 AILERON TRIM SYSTEM BAe 146 BALANCING OF CONTROL SURFACES Control surfaces are mass balanced and aerodynamically balanced. Mass balance is used to reduce the possibility of flutter and aerodynamic balance is used to assist the pilot to move the controls. (Flutter is as a form of vibration induced by aerodynamic forces and is a function of the "stiffness" of the structure and the control system and surfaces). For mass balance the fore and aft range of the C of G of the control surface is determined by adding masses to the control surface forward of the hinge line. -29-Aerodynamic balance can be achieved by: (a) Balance tabs. (b) Servo tabs. () Spring tabs. (@) Pressure balance. (e) Hom balance. () Inset hinges. (@) Balance panels. (d), (@), (and (g) are all design features of the control surface which should not concern us here. ‘The above are designed to be fitted to control surfaces on non-powered systems to assist the pilot to move his/her controls. Some aircraft with powered controls may have some of the above fitted to assist the PFCU (allowing the designer to have a slightly-smatler unit). Ce \ || | AILERONS | AILERONS Most conttrpl surfaces work with lier erious adverse adrodyndmic affect - but the ailerons can be different. hey can suffer from saver] yaw: When the ailerons/dre moved the Hown going aileron tends to roduce more drag than thelup going gne. In a turn thi down going aileron is on|the up going wing. This wing is on the outside of the turn: If thé down going aileron produces too much drag then it may tend to turn the aircraft in the wrong direction. To counteract this problem the aircraft may be fitted with: G Frise Ailerons ia Differential Ailerons WNSELINE ‘Foeause Daas Fig. 26 FRISE AILERONS 50Frise Ailerons ‘These are designed so that the up going aileron (on the inner wing of the turn) produces more drag than the down going one, thus the aircraft is helped to turn in the correct direction. The aileron has a low set hinge so that when it is moved up the leading edge of the aileron protrudes into the airflow and creates drag. When the aileron is moved down it produces less drag. Differential Ailerons ‘The aileron control system is designed so that the up going aileron moves through a greater range of movement than the down going one. It is achieved using pulleys and push/pull rods to convert the rotary movement of a pulley to a linear movement of a push/pull rod. So when moving up, the aileron will move, say, through 20° and when moving down move through 10°. | i| \ eae Fpl Control \ | i L | On many latger aircraft the aileron! spstem i jhterconnected with the spojlers to give better rpll control. The spoilers are operated asymmetrically in-eonjanction with the up going ailerons to incregs¢ drag (ant reduce lift) on going wing. The operation of the spoilers may be related to speed and/or range of aileron movement. / | ry ILS I- SARS, Cee (eo Qy nee, Kees Fig. 27 ASYMMETRIC SPOILER OPERATION -31-In some aircraft the operation of the asymmetric spoilers is by a direct link between the aileron system and the spoiler selectors /actuators. In other systems the spoilers are operated via a control module /computer. With reference to figure 27 - note the inputs to the control module - roll - speed- brake lever - feedback signal. WARNING 1. Spoilers operate quickly and can cause serious injury. 2. They also have a fail safe system which means that they will close automatically if either hydraulic pressure or electrical power is removed. (On some aircraft they will float upwards in flight if selected and the hydraulic power has failed. This is caused by the reduced pressure above the wing.) 3. With the hydraulic system pressurised and the aircraft on the ground the spdilers will operate alitomaticallyf reverse thrust is sel +4 ee f i | Enhanceil Lift Facility \ | | } | LYS | } } On some|of the larger modern air¢rafi_bothrailerons will automatically set into the "droop " position for take-off and landing. This enhances the lift eharécteristics for that part of the wing because (in effect) the|ailerons are acting similar to flaps - whilst still allowing the pilot usual roll control via the ailerons. /| | | / | | Figure 28 shows tHe location of atypical drodp actuator - it also.shows the spring feel unit and the electrically operated trim system. As with most powered controls the trimming of the system is usually achieved by setting the system to a "new neutral’ - except with many elevator systems where the tailplane is trimmed. TAILPLANES Tailplanes may be: Fixed - with elevators. On small aircraft. Variable Incidence (V1) used for trimming purposes. Fitted with elevators. The tailplane may be powered (electric or hydraulic) on some aircraft or manually operated (screw jacks) on small aircraft. * All Flying or Slab. Powered on large aircraft and is used as the primary flying control surface and has no elevators. When the pilot moves his/her control column the tailplane moves and trimming is achieved by setting it to a “new neutral”. aaai ‘a Fig. 28 AILERON ‘TRIM & DROOP 1] } | Ju / ) ~_SPOILERS cb Connected to the aileron system and situated on top of the mainplanes forward of the flaps. They usually carry out more than one function but are generally classified as: Symmetrical; Differential; Ground Effect; and Gust Alleviation. When extended they dump lift and create drag. An aircraft may have 6 or 7 spoilers per wing and they may have collective and individual functions. They are power operated. Symmetrical Spoilers Operated symmetrically in flight to reduce the lift/drag ratio. This will increase the rate of descent and reduce the speed. Sometimes used on automatic landing approach runs. maarDifferential Spoilers Used in conjunction with the ailerons to give improved lateral control. When the ailerons are moved (a) passed a certain angle, and/or (b) the aircraft is flying within a certain speed range the spoilers, on the up going aileron side, extend on that wing. This creates drag, dumps lift, and increases the turning effect. Figure 29 shows the spoiler arrangement of the BAe146. The spoiler push/pull rod operating system is connected to the aileron cable control system at the first quadrant in the mainplane (cable quadrant). The push/pull rod connects the cable quadrant to the Spoiler Cam Box. From the spoiler cam box the pilot's input is feed to the servo valve of the spoiler hydraulic actuator - via a spring strut. During downward movement of the aileron the cam follower in the cam box moves in the non effective portion of the cam track, and the spoiler is not selected. om Fig. 29 ROLL SPOILER SYSTEM - BAe146 PeaceAfter the first approximately 5° of cockpit hand-wheel movement to move the ailerons the spoiler on the up aileron side is selected to give a non-linear movement in relation to aileron movement. Ground Effect Spoilers ‘These extend automatically on landing to dump lift and increase drag. They operate when the aircraft is configured for landing with the weight switch* operated on the landing gear; the throttles are in their correct (usually idle) position; the spoiler selector in the "arm" position; and the wheels are rotating (picked up by the anti skid transducer). The weight switch may be called (amongst other things): Weight on wheels switch (WOW) - Airbus; Ground/Air sensor - Boeing; Squat switch; Weight switch etc. INBOARD AILERON Fig. 30 CONTROL SURFACES - LOCATION -35-Gust Alleviation Spoilers Sometimes called Active Load Control, these are fitted to aircraft such as the A320 and operate automatically to relieve in-flight gust loads. They give a more stable and comfortable flight and reduce structure fatigue. When the aircraft is disturbed about the longitudinal axis, gyros sense this movement and send a signal to a computer. If the pilot has not commanded this movement the computer will know this (all pilot's control inputs being sent to one or more computers on the A320). The computer will send a signal to a hydraulic control valve to extent the spoilers on the up going wing - thus dumping lift - lowering the wing, and helping to keep the aircraft level. This is really a form of Active Stability as it relies on the use of computers and gyros, and nbt on the aerodynamic design ofthe aircraft. | } ‘ A Ont || [| \) | HIGH LIFT Devices Ly / Strictly these are not classed as flying controls but are included in tHis/section because they are moveable oer attached\to the leading and trailing edges of 1 ay the mainplane. When extended the increaje lift and drag. Trailing edge devices are calle ips anti leading edge devices ar¢ ubually called slats, slots, and sometimes, leading edge flaps. | | ean i] - aa - / J’ Some direraft have Speed Brakes (BAe146). These may be filtedttd any part of the aircraft and when extended cause drag and slow the aircraft. FLAPS When extended they increase the camber of the mean camber line of the aerofoil. Thus they increase the amount of lift produced at any given airspeed. Many flaps also extend rearward when they are lowered which also increases the effective wing chord length and effective wing area. Any protrusion into the airflow causes drag and flaps are no exception. In most cases it is an unwanted by-product of their use, but on some occasions the drag produced can be useful in slowing the speed of the aircraft. It is important that port and starboard flaps operate together (symmetrically). To this end they are connected together mechanically on most aircraft, though on a few they may be inter-connected hydraulically. If they operate asymmetrically then a violent roll would ensue. The same applies to leading edge devices such as slats. -36-Flaps are operated: (a) Manually. Being connected by rods and levers to a handle in the cockpit, similar to a car hand brake (light aircraft). (b) By electric actuators. (2) By a hydraulic jack or jacks (split and plain flaps usually). (@) By hydraulic motors - the Fowler type flap. A simple hydraulic jack or actuator connected to a split or plain flap will be capable of lowering or raising the flap, with the port and starboard flaps being connected together by a mechanical linkage to prevent asymmetric operation. Fowler type flaps usually use a drive shaft system driven by an hydraulic motor. ‘The motor might be in the centre of the aircraft (or there might be more than one motor) with a drive shaft running along the rear of the port and starboard mainplane rear spars. At each flap location the lateral drive is converted into a longitudinal drive by a gear box The flaps are nfoved by-a rotating screw jack drrangement (ball screw jack) Which moves them bi down along guide tra 8 which are covered by fairings ae the flaps are apf anegey | Should asymmetry occur then detectprs will operate a warningjon the fli and sana stop the operatipn of the flaps. pe / Fig. 31 FLAP OPERATING SYSTEM - BAe146 a7Figure 31 shows the flap operating system for the BAe146. The system is driven by a motor in the centre to drive both drive-shafts. This movement is transferred by drive chains to the screw-jacks. Torque limiters are built into the system as well asymmetric detectors and brakes. ‘Types of Flap Plain Flap. Provides 50% increase in lift. The complete rear section of the wing moves down increasing the camber and increasing the lift. Used on some small aircraft. HINGE \f | | | Split Flap. ~—— 60% increase jin lift. The Ibwer rear seston f the wing moves dd} / Slotted Flap. Provides 65% increase in lift. The flap moves down and forms a slot between it and the wing. This allows some air through the slot from the bottom of the wing to the top of the flap keeping the top side clean from eddy currents and making the flap more efficient. Extended flap increases effective eee. = Fig. 34 SLOTTED FLAP Fowler Flap. Increases the lift by 90%. The flap moves down and back to effectively increase the wing area while producing a more cambered mean camber line. saeExtended flap increases wing area and effective camber. — Fig. 35 FOWLER FLAP Double Slotted Fowler Flap/Hinged Fowler Flap. Gives a 100% increase in lift with an increase of stalling angle to 20°. The double slot allows air from under the flap to sweep the top surface clean of any turbulence. ‘Slots allow air through to sweep top of flap clear of aN ten — Fig. 36 DOUBLE SLOTTED FOWLER Fi iI Fig. 37 HINGED FOWLER FLAP || ia), JL Krueger Leading Edge Flap. A leading edge flap which when hinged forward increases lift by 50% and stalling angle to 25°. LEADING EDGE FLAP EXTENDED Fig. 38 KRUEGER LEADING EDGE FLAP SLATES/SLOTS On some aircraft they are held in a fixed position on the leading edge of the aerofoil. On most aircraft they are retractable. The moveable slats are interconnected to prevent asymmetric operation of the port and starboard sections. Detectors are fitted to stop the system if this were to happen. -39-Types of Slots/Slats Slotted Wing. This is a fixed slot in the wing. At high angles of attack air from under the wing rushes through the slot and sweeps the top of the wing clear of any turbulent airflow. Increases lift by 40% and increases stalling angle to 20°. Not very common. stot a (Ea. Fig. 39 SLOTTED WING Fixed Slat. Is similar in operation to the slotted wing, and fitted to some small ~ aircrafi.-Lift increases by 50% ahd stalling angle increased to.20°. _ ( i \ y Moveable Slat. This may be autémat opération or selectéd manually from the cockpit and operated electrically, hydraulically, or on some aircraft pneumatically. In automatic operation the slat is spring loaded in the closed position (small aircraft). At high angles of attack the negative pressure being felt by the slat causes it to pull out on a system of levers from the wing. The slat then directs the airflow over the top of the wing to sweep it clean of any turbulence. ‘When the angle of attack is decreased the negative pressure on the slat is insufficient to hold it out and the springs will pull it back flush fitting to the wing. ‘When operated the increase in lift will be about 60% with an increase in angle of attack to about 22°. TION EXTENRED POSITION C1 oseD POSITION mm , cc Fig. 41 MOVEABLE SLAT - 40 -On large aircraft these slats are selected out for take-off and landing along with the flaps. On some aircraft the flap selector also selects the slats. ‘They are mechanically interconnected and may be wound out using hydraulic motors and are fitted with asymmetric detectors that stop the movement immediately should asymmetric operation be detected. ‘The flaps and slats are usually operated together to increase lift (for that part of the wing) by up to 120% and increase the stalling angle to around 30°. FULLY EXTENDED ~ ORiva, Progranne u Fig. 42 KRUEGER LEADING EDGE FLAP Stall Wedge or Fixed Spoiler During the stall if the outer part of the wing stalled at the same time as (or sooner than) the rest of the wing then there would be turbulent air over the ailerons and the pilot would loose lateral control. During a stall this can be dangerous as a spin might result. To prevent the outer part of the wing from stalling first, fixed spoilers are fitted to the inboard leading edges of the wing to cause that part to stall before the outer part. Thus the pilot will still have some lateral control even though the aircraft is in a stall. -41-=< i INTEGRAL GUST\LOCKS | ) | \ \] Some aircraft arefifted with a flyi i control/locking system | it the controls can be Igcked for parking/picketing/mooring/the aircraft. Usually operated by a handle fitted in the flight deck dnd connected to moveable ldcking pins by a cable system. When operated the pins are pushed into the locked position by passing through holes in pulleys/quadrants which lock the control system and prevents it’s movement due to wind loads. ‘The system is so designed that take-off is impossible (by regulation) with the locks ~ still in - sometimes by fitting the handle in such a position that the throttles cannot be moved forward unless it is released. CONTROL POSITION INDICATING SYSTEMS On large aircraft the position of the control surfaces are indicated to the pilot by an indicator gauge or a display on a CRT. The transducers can be a variable resistor (potentiometer) connected to the flying control surface or a synchro system. As the surface moves the transducer sends a dc/ac voltage to the gauging system dependant on the surface position. eaeThis can be a moving coil instrument or a de ratiometer type instrument or synchro, or it can be sent to a computer where it is converted to a digital signal and sent to a symbol generator to show a position display on the CRT. MACH TRIM As the aircraft nears the local speed of sound so the air around it behaves differently in that some of it becomes supersonic and some sub-sonic. At this stage the aircraft has reached a speed called Mcar*. At this speed the effects on the aircraft can be pronounced to include buffeting, lack of stability and loss of control. The effects can vary between aircraft but one general symptom is the rearward movement of the centre of pressure (centre of lift) on the wing. * For more information on this refer to the book in this series entitled High Speed Flight. = co epee ant This rearijex@ movement causes a ndse down pitch as the aaa Mcrir and is|corrected by trimming the alror ail down, On many latge aircraft a system is fitted that sensitive to them Mach 1 ype. Fig. 44 MACH TRIM SYSTEM -43-‘The speed of sound is related to the absolute temperature which is related to altitude, so it follows that some systems are only activated at altitude — hence the ‘use of a height switch. A Mach switch is also used to relate the amount of trim to the Mach number. On the Boeing 737 Mach trim is connected to the elevators through the autopilot system and A/P servo. On the Boeing 747 it is connected to the tailplane actuator as a separate system with the pilot using manual trim as necessary without up- setting the system. With reference to figure 44. The Mach trim input is via the Mach Transducer and the Summing Mechanism. The output from here is amplified and, via the relays, clutches the Mack Trim Servo to move the tail plane up or down. This is fed-back to the Summing Mechanism as a negative feed-back signal. This selection will move the trim control wheel and also select the hydraulic servo valve to move the actuator.A summing link at the actuator cancels the input as a negative feed- back signa}~ unless the input is-¢or tinued. ee \ | } | i] STALL WARNING /ANGLE-OP/ATTACK INDICATION y : | ‘These systems are fitted to give warhing of an\impending stall; to/provide for stick shaker/stiek push/systems/warning systems; to initiate engine auto-ignition; to provide indications on the flight deck, and data to the DADC etc. ini / | Stick Shaker This may be initiated by a stall warning device or an angle of attack (AoA) transducer. The stall warning device may connect the stick shaker/stick push directly via a micro switch to a de supply. The angle of attack transducers will normally send ‘AoA data to a computer and signals to the stick shaker/stick push will come from the computer when stalling angle is approached. The computer will also get data on the configuration of the aircraft, eg flap and slat position etc. ‘The stick shaker is a small electric motor attached to the control system close to the control column (actually on the column on some aircraft). When switched on it turns an out-of-balance wheel which causes the control column to shake (also with an aural warning) - warning the pilot of an impending stall -44-Stick Push This system operates a pneumatic jack/actuator connected to the elevator control system. When operated it gives a push to the control column to pitch the aircraft dose down. The pilot can override it by the operation of a switch - this releases the pressure in the jack. The force provided by the jack is such that the pilot can overcome it if necessary. When not supplied with pressure the jack moves freely with the control system. Pneumatic supply pressure can come from a tapping from the jet engine - typically about 40psi. ‘The system may have the following inputs: * Airspeed switch - increases the speed of operation of the system with reduced airspeed. * (| Stick shaker relay, which receives the signal froni the angleof attack (transducer. \ f \ * | jFlap, slat and aileron droop positidn. When deployed) increhsts the | |stalling angle. I] } + | NWeight switch - activated only jf the air. }} | | | the airflow on the side of the fuselage with two slots cut ¢ leading edge. ‘isconnected to a paddle and the whole assembly is-able to rotate its-axis. The two slots aaa to dynamic pressure with each slot connected to opposite sides of the paddle. The paddle/probe assembly is kept in line with the airflow by the dynamic pressures equalising either side of the paddle. As the aircraft changes AoA the paddle/probe keeps in line with the airflow thus indicating the angle of attack. Rotating Angle of Attack Probe | Consists of 4 moveable probe plac: POTENTOMETER Fig. 45 ROTATING AoA PROBE -45-‘The paddle position is transduced into an analogue voltage signal by being connected to a potentiometer. This signal can be converted to a digital signal in the DADC for use by any system that requires alpha (a) (AoA) data. Angle of Attack Vane Fitted to the side of the fuselage the vane is allowed to trail in the airflow. This means that as the aircraft changes AoA so the vane is always at the same angle as the airflow. May be duplicated either side of the fuselage to allow for errors during sideslip etc. AIRFLOW VANE | Fig. 46| TRAILING AoA VANE son aneiow Sexson wie ros—[ronmmeton] ween =] fen soma [Wo OMANELS PER SYSTEM pos anno sersoa we se] Le csceanon aaaeears satire | non sen. rueneut Fig. 47 AoA SYSTEM - BAe146 -46-‘The movement is transduced into an analogue electrical signal using a potentiometer or synchro and this signal is sent to the DADC to be converted etc the same as the signal from the moving probe type system. ‘The probe/vane of both systems are heated to prevent icing Figure 47 shows the a system as fitted to the BAe146. Note the following: Weight on wheels. Flap position. Test. Power supplies Airspeed Fail FLYING CONTROL SYSTEM CHECKS ‘The flying cohtrol systems have ta be sae be-rig ebighecked from time to-tir th foie per the ance schedule and ment change/adjustm cima The actual [process of control syst check wil vary from airbraft t = It will vaty on whether the controls are manual or powered. It will al: py on whether : system is operated by cables, push Pall rods, or fy-by-¥ It is most if mportagy therefore to refer to the akan for the actu} procedure to | be carried I | checking/rigging would be similar. The process is not too dissimilar to that used on trimming systems. In general the rigging procedure is: Refer to the AMM. Set the control system to neutral. Check cable tensions. Carry out sense check. Carry out freedom of movement check. Carry out range of movement check. Carry out any special checks. Carry out a duplicate inspection. SNOM PONE For powered controls it will specify hydraulic and electric power to be on and certain systems to be on - such as Air Data Computer, Flight Management Computer etc. Pitot static systems might have to be “pumped up”, It will list the equipment to be used. aTCheck flying control systems and associated systems for completeness and serviceability. On large aircraft place warning notices that controls are being moved and check that servicing personnel are not working on or close to control systems. system. ‘The manual will specify the checks to be carried out on all the equipment fitted to the controls. The aircraft may have to be configured so as to assimilate certain conditions, but checks are carried out on the following: Stick shaker. Stick push. Detent/disconnect systems. Artificial feel. Autopilot servo and system operation. Tab systems, trim, and Mach trim. Yaw dampers. Alternative Tower ounalicg /alternative operation \| System computér/s opgration. | | | Flight deck indi¢ations /warnings. | ey pi IL All the parts of a flying control system are kcherally classed 4s VITAL POINTS {as defined in BOARs section A A5-+3) and if disturbed will require a Duplicate Inspection. _/ | | }} i C I 2 [ Duplicate inspections are required by BCARs section A A6-2 which defines the following: i! \ Duplicate, Inspections v* 7 J (2) Control System - A system by which the flight path, attitude, or propulsive force of an aircraft is changed, including the flight, engine and propeller controls, the related systems controls and the associated operating mechanisms. (b) Duplicate Inspection - An inspection first made and certified by one qualified person and subsequently made and certified by a second qualified person. NOTES 1. Aduplicate inspection may be limited to that part of the system which has been disturbed. 2. Aduplicate inspection must be carried out as soon as possible after the first and before the aircraft flies. Arye4. If the system is disturbed during or after the duplicate inspection then the part disturbed shall be subject to another duplicate set of inspections. All the work done must be recorded together with part numbers/ serial numbers of components replaced. A CRS must be signed and entered/attached to the aircraft log. -49-