Module 11A.3.4 L2 2016-11-06

Aircraft Maintenance College 66
Module 11A.3.4
Flight Control Surfaces

(ATA 55/57)
Level 2
06 - 11 - 2016 EASA Part 66
EASA P66 MOD 11A.3.4 L2 Training Manual
Aircraft Maintenance College 66
EASA Part 66
Training Manual
For Training Purposes Only
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EASA P66 MOD 11A.3.4 L2

Aircraft Maintenance College 66 Flight Control Surfaces (ATA55/57)
Contact address for

course registrations
course schedule information
info@amc66.com
This publication was created by Aircraft Maintenance College Aircraft Maintenance College 66
66, following ATA 104 specifications.
The information in this publication is furnished for informational

and training use only, and is subject to change without notice.
Aircraft Maintenance College 66 assumes no responsibility for

any errors or inaccuracies that may appear in this publication.
No part of this publication may be reproduced, stored in a retrieval

system, or transmitted, in any form or by any means, electronic,
mechanical, photocopying, recording, or otherwise, without the
prior written permission of Aircraft Maintenance College 66.
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TABLE OF CONTENTS
1. CONSTRUCTION AND ATTACHMENT............................... 6
1.1 Ailerons......................................................................... 6
1.2 Spoilers....................................................................... 10
1.3 Trailing Edge Flaps........................................................ 14
1.4 Leading Edge Slots And Slats.......................................... 18
1.4.1 Slots..................................................................... 18
1.4.2 Slats..................................................................... 20
1.5 Leading edge flaps........................................................ 26
1.6 Stabilizers.................................................................... 30
1.7 Elevators..................................................................... 36
1.8 Vertical stabilizer.......................................................... 40
1.9 Rudder........................................................................ 46
2. MASS AND AERODYNAMIC BALANCE........................... 50

2.1 Mass Balance............................................................... 50
2.1.1 An Example Of Mass Balancing................................. 50
2.2 Aerodynamic Balance.................................................... 52
2.2.1 Pressure Balance.................................................... 52
2.2.2 Balance Panel........................................................ 54
2.2.3 Horn Balance......................................................... 56
2.2.4 Inset Hinge........................................................... 57
2.2.5 Balance Tab........................................................... 58
2.2.6 Servo Tab.............................................................. 60
2.2.7 Spring Tab............................................................. 62
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LIST OF ILLUSTRATIONS
A340 Aileron Attachement................................................... 9 Spring Tab........................................................................63
Aileron Attachment Fittings.................................................. 9 Stabilizer Build Up.............................................................31
Aileron Construction........................................................... 7 Stabilizer Construction.......................................................32
Balance Panel...................................................................54 Stabilizer Leading Edge Installation......................................34
Balance Panel - Varying Air Pressure....................................55 Stabilizer Support Fittings...................................................33
Balance Tab Diagram.........................................................59 Stabilizer Trainling Edge Panels............................................35
Balance Tab Operation........................................................58 Vertical Stabilazer Leading Edge..........................................43
Elevator Construction.........................................................37 Vertical Stabilizer Construction............................................41
Elevator Support Arms A320...............................................39 Vertical Stabilizer Structure Layout......................................42
Flap Arrangement A320......................................................17 Vertical Stabilizer Tip Cap...................................................44
Flap Contruction................................................................15 Vertical Stibilizer Trailing Edge Panels...................................45
Horn Balance....................................................................56
Inset Hinge.......................................................................57
Leading Edge Flap.............................................................26
Leading Edge Flap Operation #1..........................................28
Leading Edge Flap Operation #2..........................................29
Leading Edge Flaps On B727...............................................27
Leading Edge Slat Diagram.................................................20
Leading Edge Slots Operation..............................................19
Outboard Aileron Contruction B767....................................... 8
Outboard Flap Construction.................................................16
Rudder.............................................................................47
Rudder Attachment Fittings.................................................49
Rudder Construction..........................................................48
Servo Tab.........................................................................61
Slat Construction A320.......................................................21
Slat Construction A320.......................................................23
Slat Layout A320...............................................................22
Slat Operating Mechanism..................................................24
Slat Positioning Mechanism.................................................25
Spoiler Panel.....................................................................12
Spoiler Panel Construction..................................................13
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1. CONSTRUCTION AND ATTACHMENT

Most control surfaces are constructed in a similar The aileron is nowadays often constructed out of
manner to wings, with spars, ribs and skin forming a composite material. This example has the following
torsion box with leading and trailing edges fitted. A tip CFRP (carbon fiber reinforced plastic) components in
completes the installation. In addition provisions are order to save weight:
be made for hinges and control actuator hard points.
-- Inboard and outboard end ribs
-- Internal ribs
-- Top and bottom skins, with honeycomb cores
-- Spar
Machined aluminium alloy brackets are attached to the
spar. Two of the brackets connect to jacks, which are
mounted on the outer-wing trailing-edge.
1.1 Ailerons
Also attached to the spar are aluminium alloy
The ailerons are primary control surfaces, which diaphragms and plate seals, which give smoother air
provide the roll movements. On most airplanes , they flow, around the aileron. On the ends of the aileron,
are located near the wing tips and hinge to the aileron there are silicone rubber seals attached to the top and
spar to become part of the trailing edge of the wing bottom skins.
Because of the extreme range of control forces needed Static dischargers and retainers are mounted at
by the large jet transport aircraft, many of them have the trailing edge of the aileron. Their purpose is to
two sets of ailerons—one in the conventional location, dissipate any build up of static electricity.
and one inboard.
Drainage of the aileron is provided by gaps between
For slow-speed flight all four of the ailerons and the the aft edge of the ribs and the channel.
spoilers operate to provide the needed lateral control,
but for high-speed flight, only the inboard, or high-
speed, ailerons are active in the control system.
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figure 1, Aileron Construction
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figure 2, Outboard Aileron Contruction B767
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figure 3, Aileron Attachment Fittings figure 4, A340 Aileron Attachement
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1.2 Spoilers
The spoiler is a wedge shaped structure constructed
out of aluminium or carbon fiber top and bottom skins,
sides and trailing edge profile, bonded to a honeycomb
core.
Machined aluminium alloy attachment fittings form
the inboard and outboard hinge bracket and links
the center hinge and the spoiler actuator attachment
fitting, which is installed within the center hinge. The
spoiler is attached with links and the center hinge
to the rear spar. A titanium-alloy rubbing strip is
attached to the trailing edge of the spoiler, to prevent
damage to the spoiler when the outboard flap is
retracted.
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figure 5, Spoiler Panel
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figure 6, Spoiler Panel Construction
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1.3 Trailing Edge Flaps Usually a deflection of up to about 20 degrees

increases the lift more than the drag, and flap
The lift that is produced by an airfoil section is
deflection in this range is often used for takeoff.
determined by the shape of the section, the amount
Deflection beyond 20 degrees normally produces more
of surface area, the speed it moves through the air,
drag than lift, and are used for landing to provide the
and the angle of attack as well as the density of the
steepest descent path for a given speed.
air. Changing any one of these variables changes the
amount of lift the airfoil produces.
Lowering the flaps changes the shape of the wing in
such a way that it deflects more air for any given air
density and airspeed. This greater air deflection is
actually the production of a greater amount of lift,
however along with the production of a large amount
of lift, deflected flaps also produce a great amount
of drag so the pilot can steepen his approach path
without increasing his approach speed.
Flaps are usually mounted on the trailing edge of the
wing between the inboard end of the ailerons and the
fuselage. Depending upon the aircraft, they may be
lowered manually, electrically or hydraulically, and
usually have preset stops to allow them to be lowered
in increments. For example: flap settings are 10, 20,
30, and in some instances, 40 degrees.
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figure 7, Flap Contruction
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figure 8, Outboard Flap Construction
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figure 9, Flap Arrangement A320
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1.4 Leading Edge Slots And Slats

1.4.1 Slots
A wing stalls when the smooth airflow over its upper
surface breaks away. The slot is one system that has
been used for many years to allow the wing to reach a
high angle of attack before this separation occurs.
Some aircraft have a fixed slot in the leading edge of
the wing ahead of the aileron. At high angles of attack,
air flows through this slot from the high-pressure
area below the wing to the low- pressure area above.
This air has enough energy that it will remain on
the surface of the wing and not break away until an
exceptionally high angle of attack is reached. Since
this slot is directly ahead of the aileron, it will maintain
aileron effectiveness and therefore lateral control
throughout the stall.
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figure 10, Leading Edge Slots Operation
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1.4.2 Slats Slats can be constructed using conventional methods

A later development that has increased the and materials or composite structure. The trailing
performance of aircraft wings is the full-span edge structure is often a bonded assembly, which
retractable slat. Under normal flight conditions, the slat has aluminium alloy top and bottom skins with a
forms a part of the leading edge of the wing, but when honeycomb core between them. Seals are located
deployed it forms a full-length slot through which high- around the track positions, along the bottom and on
energy air from below the wing blows back across the the inboard end of the structure. The outer slats are
upper surface. usually anti-iced by hot air, which is supplied to each of
these slat sections by ducts.
The slats are normally divided into four or five sections
per side, one section between root fairing and pylon
and the remainder outboard of the pylon; they are
supported by curved steel tracks and driven by rotary
actuators.
Rotary actuators drive a driveshaft and cause the rack
and pinion system to wind out the slats. When they
are retracted the slat track extends into the integral
fuel tank behind the leading edge spar. In order to
prevent leakage a slat track can is installed to house
the mechanism. The slat track can is connected to
ambient with a drain line to drain condensation and figure 11, Leading Edge Slat Diagram
prevent corrosion.
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figure 12, Slat Construction A320
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figure 13, Slat Layout A320
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figure 14, Slat Construction A320
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figure 15, Slat Operating Mechanism
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figure 16, Slat Positioning Mechanism
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1.5 Leading edge flaps

Leading edge flaps are usually Krueger type flaps,
which have a retracted, and an extended position.
When retracted the bull nose of the flap is folded by a
link assembly into the flap, on extension the bull nose
unfolds into the airflow. Despite their relatively small
size, Krueger flaps generate a considerable amount
of additional lift. They are often located as an infill
between the engine pylon and the normal slats or the
fuselage and the slats.
figure 17, Leading Edge Flap
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figure 18, Leading Edge Flaps On B727
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figure 19, Leading Edge Flap Operation #1
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figure 20, Leading Edge Flap Operation #2
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1.6 Stabilizers All the loads acting on the stabilizer, including the
elevator forces, are transferred to the fuselage through
The horizontal stabilizer, sometimes called the
the hinge points and the actuator attachments. These
tailplane, is used to provide longitudinal stability and
attachments are normally made to strengthened
is usually attached to the aft part of the fuselage. It
bulkheads in the empennage structure.
may be located above or below the vertical stabilizer or
midway between these points. While the horizontal stabilizer may be constructed
largely from aluminium alloy, composites are being
The method of construction is similar to that used for
increasingly used. A removable aluminium alloy leading
the wings. Aluminium alloy spars, ribs, stringers and
edge section is usually fitted while fixed front and
a surfacing skin being used. Generally the rear spars
trailing edge panels may be of composite honeycomb
are much heavier than the front spars. This is because
construction.
of the large loads imposed on the stabilizer by the
elevators. On many aircraft both the horizontal and vertical
stabilizers have primary structures made of composite
The horizontal stabilizer may be designed as a fixed
material. The torque box spars, ribs, stringers and
surface attached to the tail cone or fin, or it may
skins are carbon fiber reinforced plastic. Auxiliary
be hinged at the rear spar and used as a moveable
structures are aluminium and skins are fibreglass. The
surface to provide pitch trim, known as a Trimmable
elevator and rudder assemblies are graphite epoxy
Horizontal Stabilizer or THS. In this case the left and
structures. The trend is towards the increased use of
right stabilizers are jointed to a center torque box. The
composite materials for primary structure.
assembly is pivoted about a pair of hinge points on
the rear spar of the torque box. The front spar of the The center titanium joint includes a supporting
torque box will have an attachment for a hydraulic or structure in the forward end for the trunion nut of the
electric actuator. The pilot can control the movement trimming actuator.
of the leading edge of the stabilizer up and down to
change the longitudinal trim of the aircraft. If the
tailplane is of the trimming type it will typically have a
range of movement between + 4° and - 14°.
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The removable leading edge is either aluminium or

carbon fiber skin with nomex reinforcement supported
by solid laminated ribs. It is fitted to the outer top and
bottom flanges of the front spar by means of titanium
fasteners. The forward portion of the leading edge is
reinforced for hail and bird impact protection.
The closing panels aft of the rear spar are
manufactured from CFRP material (Nomex core,
carbon fiber faced). The panels cover the carbon
fiber laminated elevator hinges, the elevator servos,
hydraulic piping and control linkages. In the area
that requires periodic maintenance the shrouding has
hinged inspection panels.
A rubber seal is installed between the panel assemblies
and the access panels along the trailing edges to
prevent dirtiness.
figure 21, Stabilizer Build Up
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figure 22, Stabilizer Construction
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figure 23, Stabilizer Support Fittings
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figure 24, Stabilizer Leading Edge Installation
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figure 25, Stabilizer Trainling Edge Panels
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1.7 Elevators
The elevators give pitch control to the aircraft and
will typically have a range of movement between 30°
upwards and 15° downwards.
The structure of each elevator has a front spar, an
upper and a lower skin panel and ribs. All other
components are attached to it. Hinge fittings attach
each elevator to the spar box of the trimmable
horizontal stabilizer.
The left-hand and right-hand elevators are the same
in design and function but are mirror images of
eachother. Each elevator has static dischargers fitted.
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figure 26, Elevator Construction
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figure 27, Elevator Support Arms A320
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1.8 Vertical stabilizer The removable leading edge is made in spanwise

sections to facilitate handling and replacement. It is a
The vertical stabilizer or fin is used to provide
sandwich type construction. The front part is reinforced
directional stability. The construction of the fin is
for hail and bird impact protection. The outer fiber
similar to that of the wing.
layer is covered with a special paint to prevent erosion
On a typical large aircraft it will consist of forward and and for static discharge. The leading edge section is
rear spars, ribs, stringers and stressed skins forming attached to the main box front spar.
a torque box, with leading and trailing edge fairing
A dorsal fin of glass fiber sandwich construction forms
assemblies, rudder hinge fillings, actuator attachments
the interface of the fin leading edge to the fuselage
and access panels.
contour and provides the continuity of the fin to
The whole structure is connected to fittings on frames fuselage side fairings.
in the fuselage empennage area.
The panels aft of the main box rear spar are
The fin tip fairing may house radio antennae and other manufactured from plastic honeycomb material.
equipment and will have static electricity protection Rudder hydraulics, control servos, rods and hinge
and dissipation facilities such as conductor strips and fittings are located within these panels.
static wicks.
The load bearing components are largely made of
forged and sheet aluminium alloy. Fairings are made
from aluminium alloy or composites. Titanium and
steel are used for high strength fittings.
On ‘T tailed’ aircraft, where the horizontal stabilizer is
mounted at the top of the vertical stabilizer, a stronger
torque box will be required.
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figure 28, Vertical Stabilizer Construction
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figure 29, Vertical Stabilizer Structure Layout
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figure 30, Vertical Stabilazer Leading Edge
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figure 31, Vertical Stabilizer Tip Cap
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figure 32, Vertical Stibilizer Trailing Edge Panels
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1.9 Rudder
The main structure of the rudder has a front spar, two
side panels and a number of ribs. Rudder attachment
and actuator fittings are attached to it. The rudder tip
is made of light alloy. Countersunk screws attach it
to the rudder main structure. Static dischargers are
installed to the upper part of the rudder, which permit
the discharge of static electricity from the aircraft.
The rudder is attached to the fin box via hinges and is
operated by hydraulic servos. The rudder hinges are
accessible through inspection panels. The rudder can
typically deflect up to 30° either side of neutral. Servo
control units control the deflection.
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figure 33, Rudder
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figure 34, Rudder Construction
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figure 35, Rudder Attachment Fittings
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2. MASS AND AERODYNAMIC BALANCE
2.1 Mass Balance 2.1.1 An Example Of Mass Balancing

Ailerons, elevators and rudders are mass balanced The aircraft structural repair manual will describe the
to prevent flutter. Flutter is a rapid oscillation of procedure for mass balancing the control surfaces
the control surface about its hinge line resulting in and the extent to which repairs and repainting may
severe vibration. The result of this is that the control be carried out without mass balance testing being
surface, its attachments and the structure near the necessary.
attachments can suffer damage such as cracks or
The moment of any repair or over-painting of
complete failure.
the existing finish, which is within the allowance
Should it be necessary to repair or repaint a control permissible, it must be carefully recorded so that it can
surface at anytime, it is essential that the mass be taken into account in the event of further repairs.
balance is checked in accordance with the aircraft
The aircraft structural repair manual will give the
maintenance manual, and adjusted if necessary.
maximum repairs which can be carried out aft of the
Lead and tungsten are often used to make mass hinge line, before rebalancing becomes necessary.
balance weights. Depleted uranium is used in some After this limit has been reached, the control surface
older types of aircraft, but this material has significant must be rebalanced as follows:
health and safety risks.
The elevator must be removed from the aircraft and
Fly-by-wire aircraft like the Airbus A320 does not supported with the hinge line horizontal, pivoted at the
require mass balancing of the flight control surfaces. outer hinges and able to move freely.
The computers compensate for any unbalance in the
Ensure that the elevator is painted to the final finish
control surface.
standard and is complete, i.e. tabs and tab operating
rods and all inspection covers etc. fitted.
With the chord line horizontal, the elevator must be
trailing edge heavy.
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Attach a spring balance to the control surface trailing It is very important that backlash in a tab operating
edge at a specified distance from the hinge line, e.g. system be kept to a minimum in order to reduce the
22 in. With the chord line horizontal, the reading on possibility of control surface flutter. In the absence of
the spring balance must not exceed a specified amount any data from the aircraft manufacturer, the free play
e.g. 10 oz. at the trailing edge of the tab should not exceed 2.5%
of the maximum chord of the tab.
When determining the additional weight of the repair,
the weight of the material removed must be subtracted
from the total weight of new material fitted.
When the addition of balance weights is necessary,
only the minimum number required to satisfy the
above must be added. The method of adding the
additional weights will be specified. An adjustable mass
balance weight may be provided where additional
washers can be added as required.
It may be specified that paint stripping down to bare
metal and repainting to the original standard will have
no effect on the mass balance of the control surface.
Each additional coat of paint will reduce the repair
allowance by a specified amount. All painting of this
nature on top of the normal finish must be recorded.
If the repair allowance is exceeded, the control surface
must be rebalanced.
Trim tabs, if installed, are rarely mass balanced,
depending instead on their low mass to avoid flutter.
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2.2 Aerodynamic Balance 2.2.1 Pressure Balance

Aerodynamic balance is important especially for This system is part of the control surface in the shape
aircraft with unpowered flight control surfaces. A good of a beak, extends forward of the hinge line into an
aerodynamic balance ensures the pilot does not have enclosed area within the main structure.
to use too much force to move the control surface.
When the control surface is move up, the air pressure
In modern aircraft with their power assisted controls,
increases above the surface and decreases below it.
aerodynamic balance is not of major importance but
This pressure differential acts on the beak and assists
some sort of balance is still used to reduce the stress
the movement of the control surface, reducing the
on the components.
force needed by the pilot to move it.
Aerodynamic balance can be achieved by:
This type of aerodynamic balance system is sometimes
-- Pressure balance fitted to power assisted control, so a smaller power
-- Balance panels unit can be used.
-- Horn balance
A variation of this system has the gap between the
-- Inset hinges
beak and the aircraft structure sealed by a flexible
-- Balance tabs
seal (westland-irving) or a hinged flap. This method
-- Servo tabs
improves the efficiency.
-- Spring tabs
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2.2.2 Balance Panel

The balance panel system is similar to the pressure
balance system. The balance panel is housed in a
balance bay forward of the control surface. When the
surface is moved, a pressure difference is felt on both
sides of the balance panel. Gaps between the control
surface and the main structure allow the airpressure to
enter the balance bay. The pressure differential assists
the movement of the control surface and reduces the
load on the pilot.
The trailing edge of the wing just forward of the
leading edge of the aileron is sealed to allow controlled
airflow in and out of the hinge area where the balance
panel is located, see figure 36.
An aileron balance panel and linkage uses varying air
pressure to assist in control surface positioning, see
figure 37.
figure 36, Balance Panel
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figure 37, Balance Panel - Varying Air Pressure
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2.2.3 Horn Balance

Part of the control surface extends forward of the hinge
line. When the surface is moved in one direction, the
horn moves in the other direction, out into the airflow.
The force on the horn by the airflow helps the pilot
move the control surface. Sometimes the horn houses
a mass balance weight.
Can be fitted to powered flight control aircraft to allow
smaller power units to be used.
figure 38, Horn Balance
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2.2.4 Inset Hinge

The complete leading edge extends forward of the
hinge line on this balance system, so it has similar
effect of the horn balance. Mass balance weights are
housed in the leading edge.
Powered flight controls frequently use this type of
aerodynamic balance.
figure 39, Inset Hinge
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2.2.5 Balance Tab

The balance tab is automatic in operation and helps
the pilot or the powered system move the flight
control.
The tab is attached to the main plain with a rod and
when the control surface is moved, the tab moves in
the opposite direction, assisting the pilot.
Although the force produced by the tab is small, its
distance from the hinge line ensures it creates a large
enough force to help move the flight control surface.
figure 40, Balance Tab Operation
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figure 41, Balance Tab Diagram
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2.2.6 Servo Tab

The servo tab works on the same principle of the
balance tab, however, here it is the servo tab that
actually moves the control surface. The pilot moves the
servo tab, which, because of its size, is easy to move.
When the tab is move trailing edge up, it forces the
control surface to move down and visa versa.
This system works well at high speed, but at lower
speeds the servo tab does not produce sufficient force
to move the control surface, causing poor control
surface response. To overcome this, the spring tab was
invented.
Servo tabs can be used to position flight control
surfaces in case of hydraulic failure.
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figure 42, Servo Tab
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2.2.7 Spring Tab

The principle is the same as the servo tab, but it only
works at higher speeds. At lower speeds, the pilot
moves the control surface directly.
The pilots input is connected to the tab via a pivoting
linkage and to the control surface via a torsion bar.
At low speeds, the aerodynamic forces on the control
surface are low enough for the pilot to move the
control surface directly without compressing the
torsion bar.
At higher airspeeds, the pilot cannot move the control
surface directly anymore. When he moves the controls,
the control surface will remain faired compressing the
torsion bar. The pivoting linkage rotates and transfers
the input to the tab, which now operates as a servo tab
and moves the control surface.
Many tab linkages have a spring tab that kicks in as
the forces needed to deflect a control increase with
speed and the angle of desired deflection.
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figure 43, Spring Tab
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Aircraft Maintenance College 66

Flight Control Surfaces

EASA P66 MOD 11A.3.4 L2

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The information in this publication is furnished for informational

Aircraft Maintenance College 66 assumes no responsibility for

No part of this publication may be reproduced, stored in a retrieval

EASA P66 MOD 11A.3.4 L2

2. MASS AND AERODYNAMIC BALANCE........................... 50

EASA P66 MOD 11A.3.4 L2

EASA P66 MOD 11A.3.4 L2

1. CONSTRUCTION AND ATTACHMENT

EASA P66 MOD 11A.3.4 L2

figure 1, Aileron Construction

EASA P66 MOD 11A.3.4 L2

figure 2, Outboard Aileron Contruction B767

EASA P66 MOD 11A.3.4 L2

figure 3, Aileron Attachment Fittings figure 4, A340 Aileron Attachement

EASA P66 MOD 11A.3.4 L2

EASA P66 MOD 11A.3.4 L2

THIS PAGE IS INTENTIONALLY LEFT BLANK

EASA P66 MOD 11A.3.4 L2

figure 5, Spoiler Panel

EASA P66 MOD 11A.3.4 L2

figure 6, Spoiler Panel Construction

EASA P66 MOD 11A.3.4 L2

1.3 Trailing Edge Flaps Usually a deflection of up to about 20 degrees

EASA P66 MOD 11A.3.4 L2

figure 7, Flap Contruction

EASA P66 MOD 11A.3.4 L2

figure 8, Outboard Flap Construction

EASA P66 MOD 11A.3.4 L2

figure 9, Flap Arrangement A320

EASA P66 MOD 11A.3.4 L2

1.4 Leading Edge Slots And Slats

EASA P66 MOD 11A.3.4 L2

figure 10, Leading Edge Slots Operation

EASA P66 MOD 11A.3.4 L2

1.4.2 Slats Slats can be constructed using conventional methods

EASA P66 MOD 11A.3.4 L2

figure 12, Slat Construction A320

EASA P66 MOD 11A.3.4 L2

figure 13, Slat Layout A320

EASA P66 MOD 11A.3.4 L2

figure 14, Slat Construction A320

EASA P66 MOD 11A.3.4 L2

figure 15, Slat Operating Mechanism

EASA P66 MOD 11A.3.4 L2

figure 16, Slat Positioning Mechanism

EASA P66 MOD 11A.3.4 L2

1.5 Leading edge flaps

figure 17, Leading Edge Flap

EASA P66 MOD 11A.3.4 L2

figure 18, Leading Edge Flaps On B727

EASA P66 MOD 11A.3.4 L2

figure 19, Leading Edge Flap Operation #1

EASA P66 MOD 11A.3.4 L2

figure 20, Leading Edge Flap Operation #2

EASA P66 MOD 11A.3.4 L2

EASA P66 MOD 11A.3.4 L2

The removable leading edge is either aluminium or

figure 21, Stabilizer Build Up

EASA P66 MOD 11A.3.4 L2

figure 22, Stabilizer Construction

EASA P66 MOD 11A.3.4 L2

figure 23, Stabilizer Support Fittings

EASA P66 MOD 11A.3.4 L2