4.

3 Flight Control System

4.3 Flight Control System
1. Consists of the respective cockpit control, and the control
surfaces built in the aircraft.
The control surfaces comprise all the aerodynamic parts of
an aircraft that are used to stir the aircraft during the flight.
The primary control surfaces are responsible for directing the
aircraft during in-flight, while the secondary control surfaces
help to stabilize, maintaining and even lower the speed or the
aircraft, as well as help during landing.
4.3.1 Component in Flight Control System
Primary control surfaces

Elevator
To rise and lower the aircraft, moving
the aircraft in its transverse axis.

Rudder
To control the Yaw, moving the aircraft
in its vertical or Y-axis

Ailerons

To control the roll or tilting the aircraft from one side to the
other, thus moving the aircraft in its longitudinal axis.
4.3.1 Component in Flight Control System
Secondary control surfaces

Flap
Reducing or increasing lift of the
aircraft

Speed Brake
Reduce the speed of the aircraft

Slats & Krueger flap

Increase curvature & wing area,

thus increase lift at low speed
1. To give input and control the control surfaces, the pilot uses
pedal and control stick inside the aircraft cockpit.

2. Pedal is used to control the movement of the rudder, while to

control up, down banking, firing missiles the pilot uses control
stick for easy manuevering in flight.

3. The input is converted to electronic signal by Fly-By-Wire

system, thus initiates the actuator to control the movement of
control surfaces.
 4.3.2 Design Requirement of Flight
Control System
1. The Su-30 is operated by a combination of mechanical and fly-by-wire (FBW) sub-
systems.

2. Fly-by-wire subsystem
i) Longitudinal Channel
ii) Lateral Channel
iii) Directional Channel

3. For the Fly-by-wire (FBW) subsystem, it replace the conventional manual flight controls
of the aircraft with an electronic interface.

4. Input to control the movements of flight control surfaces > electronic signals transmitted
by wires > flight control computers > move the actuators at each control surface.
4.3.3 Working Principle of Flight Control System
1. To control the control surfaces of the aircraft, the pilot use control stick to
give input to the Fly-by-Wire (FBW) aircraft subsystem, which then will
transmit the electronics signal to specific control surfaces.

Pull the stick to make the aircraft go up

Push or move it forward to make the aircraft go down

Move the control stick to the left or right to roll the

aircraft respectively

If the control stick

remains in the
same position, the
system will hold
the set flight path.
(A) Longitudinal Channel

Three operational modes:

i) TAKEOFF-LANDING mode
ii) FLIGHT mode
iii) DIRECT CONTROL EMERGENCY mode
 (A) Lateral Channel

1. Roll control is performed by the flaperons working as ailerons and by

differential stabilization. Increased angle of attack > the rudders are used to
control the roll movement of the aircraft.
2. The flaperons and rudders belong to the mechanical part of the control
system. The lateral channel, which includes differential control mechanism
and roll damper, controls the differential stabilizer (elevator and rudder)
deflection.
 (A) Directional Channel

1. Roll-Yaw crossfeed system operates according to the side stick inputs >
deflects the rudders to the same side as the control stick.
2. Yaw stability system operates in accordance with lateral acceleration inputs
3. Yaw damper provides the required characteristics needed for lateral dynamic
stability
4.3.4 Operating Condition of Flight Control System
Altitude
Increasing density altitude
increases the power required
for the engine system and
lower airspeeds. At higher
airspeeds, the results of
lower air density result in a
lower power requirement.
Wind
Affect the aircraft during
take-off, and climb
performance.
Previous research activities
on aircraft strategies is
aiming to reduce drag
caused by wind and air
during high speed velocity.
Temperature
The aircraft body experience
variations in stress and
temperatures during flight, due
to the effect of aerodynamic
heating at supersonic speed. .
The thermal effect on the
aircraft can raise up to
maximum of 120 Celcius (248
Fahrenheit) while cruising at
Mach 2.2
4.3.5 Limitation of Flight Control System

Flight Endurance G-forces

Is a forces caused by
& distance acceleration and pilots inside
With a fuel reserve of 5270
the cockpit experience it
kg, the Su-30 is capable of
during the aircraft doing
performing a 4.5 hour
sharp turns. The tighter and
combat mission with a range
faster the turn, the greater
of 3,000 km
the G-Force.
4.3.6 Type of failure and Maintenance of the Flight Control System

1. Fly-By-Wire system failure - the system needs to be

maintained frequently as failure in the system during on
flight can result in air disaster.

2. Control Stick failure - Inspections of the component before piloting

can be done to ensure the system is in good condition and the control
surfaces response accordingly to the input of the control stick.

3. Rudder malfunction - The rudder is controlled by the pilot using the

pedal left and right inside the cockpit. Failure in this component can
result the direction (Y-axis) of the aircraft cannot be controlled.
4.3.7 Comparison to other aircraft

Another aircraft such as Helicopter

Black Hawk UH-60 A has a major
difference in the flight control
system compared to the Sukhoi
SU-30.
4.3.8 Suggestion to improve the performance of
flight control system

1. Design a new Control Stick

i) Design a new control stick with increase of its function

ii) Research needs to conduct so that control stick can be the
main control of all the primary control surfaces, including the
rudder.

2. Suitable cockpit space to reduce G-force

i) Pressure for the acceleration and gravity feels by the Pilot can be
reduced by a suitable cockpit, comfortable chair and space inside the
cockpit.
ii) It is impossible to eliminates the G-force, but improvement in the
cockpit can be made for Pilots comforts