B1.1-011 Flight Controls Part 1

AIR
SERVICE
TRAINING
(ENGINEERING)
LIMITED
A Subsidiary of Perth College
Aeroplane Systems: Flight Controls

Part 1
EASA Part 66 – B1.1/011
Module 11.9
BRAHAN BUILDING
CRIEFF ROAD
PERTH
PH1 2NX
TEL: 01738 877105
FAX: 01738 553369
© Air Service Training (Engineering) Ltd
Aeronautical Engineering Training Notes

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J Dobney
Theory Training and Exam Manager January 2012
© Air Service Training (Engineering) Limited
Part 66 – B1.1/011 Aeroplane Systems - Flight Controls Part 1
CONTENTS
PAGE
CHAPTER 1 : INTRODUCTION TO FLIGHT CONTROLS
SECTION 1 : Primary Controls 1
SECTION 2 : High Lift Devices 5
SECTION 3 : Lift Dumpers & Speedbrakes 7
CHAPTER 2 : MANUAL CONTROL SYSTEMS

SECTION 1 : Cable Operated Flying Control
Systems 9
SECTION 2 : Trimming Systems 39
SECTION 3 : Flying Control Systems using Push Pull Tube Operation 53
SECTION 4 : Stall Protection System 57
CHAPTER 3 : POWERED FLYING CONTROL SYSTEMS
SECTION 1 : Powered Flying Controls 65
SECTION 2 : Artificial Feel Units 85
SECTION 3 : Trimming in Power 93
SECTION 4 : Failsafe Features & Multiple System
Provision 97
SECTION 5 : Variable Incidence Tailplane &
Elevator Control System 103
SECTION 6 : All Flying or All Moving Tailplane 113
SECTION 7 : Typical Aileron Control System 115
SECTION 8 : Aileron Lockout 121
SECTION 9 : Spoilers/Speedbrakes 127
SECTION 10 : Power Operated Rudder Control
System 143
CHAPTER 4 : FLY-BY-WIRE CONTROL SYSTEMS
SECTION 1 : Introduction 153
SECTION 2 : Typical Fly-By-Wire System 155
SECTION 3 : Active Load Control 173
Issued January 2012 Contents 1

Aeroplane Systems – Flight Controls Part 1 Part 66 – B1.1/011
CONTENTS PAGE
CHAPTER 5 : CONTROL SYSTEM MAINTENANCE
SECTION 1 : Control Surface Mass Balance 175
SECTION 2 : Control System Inspections 179
SECTION 3 : Flying Control System Rigging 181
SECTION 4 : Fault Finding in Flying Controls 189
CHAPTER 6 : HIGH LIFT DEVICES

SECTION 1 : Trailing Edge Flap Operating Systems 191
SECTION 2 : Electrically Operated Flap System 193
SECTION 3 : Electro Hydraulic Flap Operating
System 197
SECTION 4 : Flap Asymmetric Protection 207
SECTION 5 : Flap Load Limiter System 217
SECTION 6 : Leading Edge High Lift Devices 221
SECTION 7 : Leading Edge Flap Operation
(Pneumatic/Electric) 223
SECTION 8 : Leading Edge Slat Operation 235
SECTION 9 : Autoslat System 247
SECTION 10 : Take Off Configuration Warning 249
2 Contents Issued January 2012

CHAPTER 1 : INTRODUCTION TO FLIGHT CONTROLS

SECTION 1 : PRIMARY CONTROLS
It is a requirement that all aircraft incorporate a means whereby the pilot can change
the aircraft’s attitude, heading, height and forward speed. This is achieved by the
use of the primary control surfaces, ailerons, elevators and rudder. The engine
power and where applicable, propeller RPM levers control forward speed.
Ailerons
The ailerons provide lateral control about the longitudinal axis (rolling).
Elevators
The elevators provide longitudinal control about the lateral axis (pitching)
Rudder
The rudder provides directional control about the normal axis (yawing)
Spoilers
The ailerons may be assisted in providing rolling control by means of flight spoilers.
The spoilers are located on the upper surface of each wing. Spoilers are flat panels
hinged at the forward edge. When the spoilers are deployed they rise up, reducing
lift and increasing drag. The flight spoilers are operated differentially by the aileron
control system. When an aileron is raised, the spoiler on the same wing is raised
also and assists in rolling the aircraft into a turn.
The flight spoilers may also be raised together to allow controlled descents without
gaining excessive airspeed. The speedbrake control lever on the central console is
used to raise or lower the spoilers symmetrically.
On some propeller driven types, spoilers may be provided to assist the ailerons in
providing rolling control. These spoilers may also function as ground spoilers on
landings.
Control Surface Arrangement

In some types of large jet transport aircraft the control surfaces are arranged in pairs.
An inboard and outboard aileron on each wing, an inboard and outboard elevator
and an upper and lower rudder. This ensures effective lateral control at both high
and low speeds and also ensures that control is maintained in case of any failures in
the system. At low speeds lateral control is provided by inboard and outboard
ailerons, while at high speeds, the outboard ailerons are locked in the neutral
position, lateral control being provided by the inboard ailerons
Differentially operated spoilers may also be used to assist in providing lateral control.
Issued January 2012 Chapter 1 : Section 1 1

TYPICAL CONTROL SURFACE ARRANGEMENT
This will prevent wing tip twisting at high speeds leading to control reversal.
Elevators and rudder are duplicated primarily as a safety precaution. Each elevator
and rudder is operated by, for example, two power flying control units. Each PFCU
is supplied by an independent hydraulic system. Should one PFCU or hydraulic
system fail one control surface of a pair can still operate.
Elevons
On a delta wing aircraft, a control surface on each trailing edge acts as both aileron
and elevator and is called an elevon. When the control column is moved backward
or forward, both surfaces move together as elevators, but when the control wheel is
turned clockwise or anti-clockwise, one elevon is raised while the other is lowered,
as in the case of ailerons on a conventional aircraft. The control systems are
interconnected so that pitching and rolling can be produced at the same time.
Flaperons
Some aircraft use inboard ailerons which also operate as flaps. These are called
flaperons. When the flaps are lowered for take-off and landing the flaperons lower or
droop also. When lowered the flaperons retain their functions as ailerons. Outboard
ailerons are often also designed to droop when the flaps are lowered.
2 Chapter 1 : Section 1 Issued January 2012

A320 AIRBUS FLIGHT CONTROL SURFACES

NOTES:

SECTION 2 : HIGH LIFT DEVICES

To reduce the take-off and landing distances, large jet transport aircraft are equipped
with high lift devices. These usually consist of double or triple slotted extension flaps
attached to the wing trailing edge. These are usually combined with full span leading
edge slats, Krueger leading edge flaps or variable camber leading edge flaps
Large propeller driven aircraft do not normally have leading edge high lift devices.
For take-off, the leading edge slats and extension flaps are extended by a small
amount. This gives extra lift without excessive drag. After take-off the flaps and
slats are retracted.
For landing, the slats are further extended to the landing position. The trailing edge
flaps are extended to a much larger angle. This provides extra lift and drag to
shorten the landing run.
Krueger flaps and variable camber flaps have two positions, retracted and extended.

NOTES:

SECTION 3 : LIFT DUMPERS AND SPEEDBRAKES

Lift dumpers, also known as speedbrakes are used with the flights spoilers to reduce
wing lift and increase drag on landing. This puts the full weight of the aircraft on to
its undercarriage as soon as it lands. This permits greater braking effort, improves
directional control and reduces the risk of aquaplaning. The ground spoilers are
normally mounted inboard of the flight spoilers and are prevented from operating
until the aircraft lands.
The speedbrake control lever on the central console is used to raise or lower the left
and right spoilers symmetrically. The lever can be operated manually or by an
electric actuator.
The flight and ground spoilers can be ‘armed’ so that after landing they are raised
automatically, the speedbrake lever being moved to the ‘up’ position by the electric
actuator.
Issued January 2012 Chapter 1: Section 3 7

NOTES:

CHAPTER 2 : MANUALLY OPERATED CONTROL SYSTEMS

SECTION 1 : CABLE OPERATED FLYING CONTROL SYSTEMS
PRIMARY FLIGHT CONTROLS
The aircraft primary controls consist of ailerons, elevators and rudder. The primary
control surfaces may be moved manually by linkage systems consisting of cables,
pulleys, push-pull tubes and levers, chains and sprockets or any combination of
these methods
All movements of the cockpit controls are instinctive.
Duplicated cockpit controls are provided for all three primary controls.
In aircraft built to the requirements of CS 25, it is a requirement that safe flight and
landing is possible following a control jam or severance.
This requirement is usually met by duplicating the aileron and elevator control runs
and providing a disconnect unit. This allows the pilot’s and co-pilot’s controls to be
disconnected from each other should a control run become jammed. The pilot’s
controls will now operate the left aileron and left elevator. The co-pilot’s controls will
operate the right aileron and right elevator.
The two control runs are separated by running along opposite sides of the fuselage.

TYPICAL LAYOUT OF MANUALLY OPERATED FLYING CONTROL SYSTEM

CONTROL SYSTEM COMPONENTS
Control Cables
Aircraft control cables are generally made from galvanized carbon steel or corrosion
resistant steel. They are of flexible construction and are fitted with suitable end
fittings.
Turnbuckles
Turnbuckles are fitted in control systems so that the control cable tension can be
adjusted to the correct value. Various types of turnbuckles are commonly used.
Various methods of locking are used including locking wire, spring clips and lock
nuts.
Fairleads And Cableguards

Fairleads are fitted where there is any possibility of control cables fouling the aircraft
structure.
Fairleads are normally made from Tufnol. They are made in two pieces and fit fairly
closely around the cables. Fairleads are bolted on to brackets in such a way that
there is no contact between the cable and the aircraft structure. Fairleads dampen
vibration and maintain cable alignment. A fairlead must not deflect a cable more
than 3. Fairleads must be installed so that cable deflection is as small as possible.
Any appreciable deflection at a fairlead will cause excessive wear of the cable and
the fairlead. Roller fairleads are sometimes used.
Cables are sometimes routed through Tufnol guards which have holes large enough
to allow the cable end fittings to pass through. They are used where there is a
possibility of the cables being disturbed during maintenance.
Pulleys And Cable Guards

Pulleys are fitted where a change in direction of the cable run is required. They are
supported by sealed bearing assemblies.
Cable guards are installed in the flanges of pulley brackets to prevent the cable from
jumping out of the pulley. The guard must be located so that it does not interfere
with the rotation of the pulley.
The cable guard can be either a split pin or a bolt.
Control Cable Seals

In a pressurized aircraft cables leading from a pressurized section of the aircraft to a
non-pressurised section must have air pressure seals installed where the cable
passes through a bulkhead. A labyrinth seal is often used. These seals are packed
with an approved grease to prevent wear on the cable and seal. Other types of seal
are in use, eg. a PTFE sleeve on the control cable sliding within a PTFE sealing
bush attached to the pressure bulkhead.
Chains
Chains are used with chain wheels or sprockets to convert rotary motion to linear
motion and linear motion to rotary motion in control systems. Chains may be found
in control column installations and in trim control systems. Chains may be used in
conjunction with cable assemblies.

CONTROL CABLE SEAL TURNBUCKLES AND CABLE END FITTINGS

FLYING CONTROL SYSTEM JAM AND SEVERANCE PROTECTION
Severance Protection
Protection from control system severance is normally provided by duplicating the
control runs and by routing them through the airframe in such a way as to minimize
damage caused by local structural damage.
If a main control cable breaks, control is maintained by the other control circuit from
both handwheels or control columns.
Aileron Control System Jam Protection

Usually the left aileron handwheel operates the left aileron while the right handwheel
operates the right aileron. The two systems are normally connected together by
means of a collapsible or detent strut. Should one control circuit jam, control is
maintained from the handwheel on the other side by the detent strut breaking out at
a predetermined force, allowing movement of the unjammed control circuit. A
disconnect handle may also be provided on the centre console to separate the
control wheels and allow unrestricted movement of the unjammed circuit.
Elevator Control System Jam Protection

Usually the left control column is connected to the left elevator and the right control
column to the right elevator. The two control columns are interconnected by a
layshaft which incorporates a break out device. There may in addition be a spring
loaded dog clutch.
Should a jam occur, at a predetermined load the break out device will release
allowing movement of the unjammed control column. A disconnect handle may be
provided on the centre console, which when pulled, will separate the dog clutch.
This allows independent movement of the two sections of the layshaft allowing
unrestricted movement of the unjammed circuit.
Indication
When control system disconnects occur an amber light illuminates on the CWP.

AILERON AND ELEVATOR CONTROL DISCONNECTS

MANUALLY OPERATED AILERON CONTROL SYSTEMS

The ailerons provide rolling control about the aircraft’s longitudinal axis.
The ailerons are hinged to the trailing edge of the wings, usually near the wingtip.
The aileron controls are operated by means of dual control wheels mounted on top
of the control columns. When the control wheels are turned clockwise the right
aileron moves up and the left aileron moves down. When the control wheels are
turned anti-clockwise the left aileron moves up and the right aileron moves down.
OPERATION OF AILERON CONTROL SYSTEM

There are various ways of converting the rotary movement of the control wheels to
linear movement of the aileron cables.
 The control wheel may be carried on a bearing mounted gear shaft in mesh
with a geared quadrant incorporating an output lever. A vertical push-pull rod
attached to this lever is connected to a bellcrank at the bottom of the control
column. A push-pull rod attached to the bellcrank operates a torque shaft
which carries cable quadrants. The aileron operating cables are attached to
these quadrants.
 The control wheel pivots on a bearing mounted sprocket assembly housed
within the top of the control column. Within the bottom of the control column,
a bearing mounted sprocket connects by chains and tension rods to cross
over links. These links pass through the inside of the column and connect to
the handwheel sprocket by another chain. A lever attached to the bottom
sprocket is attached to a layshaft which operates the aileron cable quadrants.
 The control wheel inputs may rotate a vertical drive shaft via a pair of bevel
gears. An aileron cable quadrant is attached to the bottom of the vertical
shaft. A universal joint at the bottom of the drive shaft allows the control
column to move forward and backwards to operate the elevators.
The interconnected handwheels operate a cable control run to the outer wing
quadrants. From these quadrants, lever and rod assemblies transmit control
handwheel movement to the ailerons. On some aircraft the handwheel input goes
directly to the ailerons. Alternatively the handwheel input may be connected to
aileron servo tabs or spring tabs. Balance tabs may be provided on some aircraft to
assist the pilot in moving the ailerons.
Cable end fittings vary. Some cables terminate as turnbuckle end fittings. Cables
which are attached to quadrants use a swaged ball and a barrel end. Joints in
adjacent cable runs are usually staggered to avoid incorrect connection.
Turnbuckles are provided for the cable tensioning

CONTROL WHEEL MOVEMENT CONVERTED TO LINEAR MOVEMENT USING SPROCKETS, CHAINS AND TENSION RODS

CONTROL WHEEL MOVEMENT CONVERTED TO LINEAR MOTION OF PUSH PULL TUBE


TYPICAL AILERON CONTROL SYSTEM

DIFFERENTIAL AILERON MOVEMENT

The ailerons are usually operated in such a way that the down travel is less than the
up travel. This is to reduce aileron drag and the possibility of tip stall in low speed
turns. The illustration shows how this can be achieved.
HOW DIFFERENTIAL AILERON MOVEMENT IS OBTAINED
The aileron quadrant is shown being operated by cables. When the control wheel is
moved fully clockwise and anti-clockwise the aileron operating quadrant will rotate an
equal amount both clockwise and anti-clockwise from the neutral position. However
the linear movement of the aileron operating rod is less as its attachment to the
quadrant approaches the bottom centre position. This reduced linear travel is used
to move the aileron down.
Differential aileron movement can also be obtained by using bellcrank levers.

SCHEMATIC OF A CABLE OPERATED AILERON CONTROL SYSTEM

SHOWING HOW DIFFERENTIAL AILERON MOVEMENT IS OBTAINED

AILERON CONTROLS ATTACHED TO A SPRING TAB

AILERON CONTROL SYSTEM USING CABLE AND PUSH PULL TUBES

A schematic of the aileron system is shown. The linkage from the control wheels to
the ailerons is by an arrangement of pulleys, cables, quadrants, push pull tubes,
levers and bellcranks. The ailerons move 30 up and 25 down. The captains and
first officers aileron control runs are joined by a disconnect unit. This unit allows the
two control runs to be separated by the application of higher than normal input forces
should one control run become jammed.
Aileron Trim
Trimming about the longitudinal axis is provided by a Trim/Servo tab located on the
trailing edge of the left aileron. The tab is driven by an electrically powered linear
actuator installed in the trailing edge of the wing. The tab also functions as a servo
tab to provide aerodynamic assistance to the pilot during roll commands.
The actuator is powered by two separate DC motors and controlled by either a main
or a standby aileron trim switch. Override circuits are provided to protect against a
trim runaway. Test facilities are provided for the override circuits.
Cable System
The aileron control cables transmit the movement of the control wheels to the
tension regulators. From there the cables go to cable quadrants located above the
passenger cabin roof. The cable quadrants accept the control inputs from the
fuselage control cables and the lever transmits the movement into the control tube
run in the wing.
The captain’s and first officer’s aileron control cable runs are routed completely
separately along the left and right sides of the fuselage respectively. They are joined
by an interconnect rod in the wing centre section and an aileron disconnect unit
located in the trailing edge section of the right hand wing root.
Under normal circumstances the movement of one control wheel moves both
ailerons and the other control wheel. Should one aileron control become jammed
the two control circuits can be separated by the application of a higher than normal
force to a control wheel.
Aileron Disconnect Unit

The aileron disconnect unit has two halves which are held engaged by a spring and
cam arrangement. The front half has levers for two push-pull tubes. The lower lever
is for the command input from the right hand aileron control circuit. The upper lever
is for the output rod to the right hand aileron. The rear half has a single lever for the
interconnect tube that joins the left hand and right hand control circuits.
Under normal operating conditions the two halves of the unit are firmly engaged and
move together as a single unit. Should one of the aileron control circuits jam, the
two halves can be disconnected from each other by the application of a higher than
normal force at a control wheel.

The applied force causes the cam to override the spring force and move out of its
detent. The two halves of the unit are now disengaged, effectively isolating the
jammed control circuit. In this situation the captain’s control circuit is connected to
the left aileron only. The first officer’s control circuit is connected to the right aileron
only. The aircraft can be controlled about the roll axis using the free control wheel.
Once activated, the disconnect unit can only be reset on the ground.
The disconnect unit incorporates a microswitch which is operated if the disconnect
unit is activated. This switch sends a warning signal to EICAS.
Quadrant Assembly
The autopilot roll servo is connected to the aileron control circuit at the cable
quadrant. The control cable from the autopilot roll servo is connected to cable arms
that extend from the upper and lower sections of the cable quadrant. Because the
control cable has no turnbuckles, the arms can be adjusted with screws for setting
the cable tension.
Control Rods
The cable quadrant shaft carries the lever which transmits motion to the push pull
tubes running to the aileron operating bellcranks. The push pull tubes in the wing
are supported by idler levers.
Aileron Position Transmitters

An aileron position transmitter is provided for each aileron. The transmitters are
installed on the wing rear spar. Each transmitter is driven by a short rod connected
to the outboard idler lever in the aileron control run. They send a variable resistance
signal to the EICAS for aileron position indication.

SCHEMATIC OF AILERON SYSTEM

AILERON QUADRANTS IN THE WINGROOT
AILERON DISCONNECT UNIT

AILERON PUSH PULL TUBE CONTROL RUN IN WING

MANUALLY OPERATED ELEVATOR CONTROL SYSTEM

The elevators provide pitching control about the aircraft’s lateral axis.
The elevators are hinged to the trailing edge of the horizontal stabilizer. The
elevators are operated by dual control columns.
When the control columns are pushed forward, the elevators move down. When the
control columns are pulled back the elevators move up.
Operation Of The Elevator Control System

In the system described the linkage from the control columns to the elevators is
made by an arrangement of pulleys, cables, quadrants, push pull rods, levers and
bellcranks. The control cables leave the pressure compartment through pressure
seals at the rear pressure bulkhead.
The captain’s and first officer’s elevator control runs are joined by a disconnect unit.
This unit allows the two control runs to be separated by the application of higher than
normal input forces should one control run become jammed.
A control severance is overcome as the control runs are duplicated.

SIMPLE ELEVATOR CONTROL SYSTEM

TYPICAL CONTROL COLUMN ARRANGEMENT

MANUALLY OPERATED RUDDER CONTROL SYSTEM

The rudder provides directional control about the aircraft’s normal or vertical axis.
The rudder is hinged to the trailing edge of the fin.
The rudder is operated by dual sets of pedals.
When the right rudder pedal is pushed forward the rudder is moved to the right.
When the left rudder pedal is pushed forward the rudder is moved to the left.
Rudder control is achieved by operation of interconnected bar type rudder pedals.
Each bar is usually adjustable for leg length by the provision of a centre foot
operated adjuster. Rudder pedal movement is transmitted to the rudder by a system
of push pull rods, levers and cable runs. Where the control cables leave the
pressure compartment, pressure seals are provided.
A means of limiting rudder deflection at higher speeds is provided. This prevents
structural overload
Rudder Spring Tab

Rudder control systems may incorporate a spring tab to assist the pilot in moving it
at lower speeds. However, the action of the tab is inhibited at higher speeds
because the airflow at high airspeeds tends to hold the spring tab in the neutral
position against torsion bar pressure. This reduces the balance effect of the tab..
The rudder pedals are then effectively connected directly to the rudder and the pilot
gets no assistance. This limits the rudder deflection at high airspeeds and prevents
structural overload.
Trim Tab
Rudders will incorporate an electrically or manually operated trim tab. This is used
to trim the aircraft about the normal axis. The trim tab may also function as a geared
tab to limit rudder travel at high airspeeds.
Rudder Travel
Note that on propeller driven aircraft the rudder deflection may not be the same to
the left and right.
Autopilot Servo Actuator

An autopilot servo actuator is usually connected by a cable system to a suitable
cable quadrant.

PRIMARY CONTROL SYSTEM
TRIM CONTROL SYSTEM

TYPICAL RUDDER PRIMARY CONTROL SYSTEM

TYPICAL RUDDER TRIM CONTROL SYSTEM

AUTOPILOT SERVO ACTUATOR

The illustration shows a typical autopilot servo actuator. It incorporates a reversible
electric motor which, via a gear box, moves a lever which operates a cable drum via
a push pull tube. The cable drum forms part of the primary control system. The
autopilot servo receives electrical signals to start, run in the correct direction and
stop via the autopilot computer.
Alternatively the autopilot servo actuator may drive a cabledrum or capstan. A
control cable is wrapped around the cabledrum and attached to a suitable cable
quadrant in the primary control system.
TYPICAL AUTOPILOT SERVO INSTALLATION

GUSTLOCKS AND DAMPERS

Aircraft are equipped with gust locks or gust dampers to protect the primary flight
controls and their adjacent structural parts from damage when wind gusts swing the
control surfaces on to the stops when the aircraft is parked.
Gust Locks
Gust locks hold the control surfaces in neutral when the aircraft is parked in gusty
conditions. They are engaged and disengaged by a lever usually mounted on the
central console in the cockpit. The lever usually operates a plunger which engages
a control quadrant or for example a notch in a cable tension regulator.
These gust locks incorporate some means of preventing the aircraft taking off with
the locks engaged.
Gust Dampers
The gust damper is usually attached to the rear spar of the main surface and the
front spar of the control surface.
The damper unit consists of a body containing an equal area piston and ram and a
spring loaded accumulator reservoir.
The reservoir –
 Maintains a predetermined pressure in the damper
 Accommodates changes in the fluid volume caused by temperature
variations.
A restricting valve links each end of the ram body. The restricting valve
progressively increases the restriction to fluid flow from one side of the ram piston to
the other and so controls the total rate of movement of the control surface.
Note that in certain circumstances an aircraft may have external control locks fitted.
TYPICAL GUST DAMPER

CONTROL STOPS
The range of movement of any control surface is calculated to give sufficient control
effect without overstressing the control surface or the aircraft structure. The
movement is limited by means of mechanical stops which may be fitted:
 On or near to the control cabin controls
 On or near the control surface
Cable operated systems usually have two sets of stops. The control surface range
of travel is set by adjustment of the stops positioned adjacent to the control surface.
These are usually called Primary stops, because they are the first to make contact.
The other set of stops is fitted at the control cabin end of the control run to limit the
movement of the pilot’s controls, and are known as Secondary stops. The
secondary stops will have a specified clearance when the primary stops are in
contact. Alternatively a cushion load, required to bring the control column or rudder
pedal stops into contact will be specified in the Aircraft Maintenance Manual.
Push pull operated systems have the primary stops at the control cabin end of the
control run. When they are in contact a small clearance will be specified at the
secondary stops.
TYPICAL CONTROL STOP

FLYING CONTROL SYSTEM INDICATIONS AND WARNINGS

In more modern aircraft, signals are sent from the flying control systems to the
Electronic Indicating, Caution and Advisory Systems (EICAS).
Signals from the control systems are used:
 to display the position of the control surfaces by a synoptic.
 to display the status of the control disconnect unit by a synoptic.
 to display a caution message if the control surface disconnect unit is
activated.
 the position of the control surfaces and the status of the disconnect unit are
displayed on the FLIGHT CONTROL page of the EICAS.
 Aircraft not equipped with EICAS use the Central Warning Panel to indicate a
control surface disconnect.

SECTION 2 : TRIMMING SYSTEMS

Trimming tabs are provided to correct flying faults. They may be known as
secondary controls. A flying fault is a tendency of the aircraft to yaw, fly nose or tail
heavy or one wing low.
Flying faults can be caused by:
 changes in weight.
 changes in centre of gravity position due to the consumption of fuel.
 varying disposition of passengers and cargo.
 flight under asymmetric power conditions.
 uneven fuel consumption from wing fuel tanks
 operation of flaps
 wing leading edge pneumatic de-icing boot failing to deflate properly.
Although the required control could be maintained by repositioning the primary
control surfaces, the pilot would find this very tiring. The trim tabs can be set to allow
the pilot to fly the aircraft ‘hands off’.
There are two types of trim tab, fixed tabs and controllable tabs.
FIXED TRIM TAB

The fixed trim tab may take the form of a metal plate riveted to the trailing edge of a
control surface and adjusted by bending. Alternatively it may be hinged into the
trailing edge and adjusted by means of some screw device. The fixed tab only
corrects flying faults at one speed. Fixed tabs are found mainly on smaller aircraft.
They can only be adjusted when the aircraft is on the ground. Larger aircraft having
manually operated controls generally use controllable trim tabs.
CONTROLLABLE TRIM TAB

The controllable tab is hinged into the trailing edge of a control surface and can be
operated by the pilot during flight. The tabs may be operated manually by using
handwheels. However on many aircraft the tabs can also be operated electrically.
The cockpit controls are always moved in the instinctive direction.
Controllable trim tabs may be fitted to ailerons, elevators and rudder. Controllable
tabs may be used to correct flying faults at all speeds.
Elevator trim tabs have the handwheel mounted fore and aft in the vertical plane.
Aileron trim handwheels are mounted in the vertical plane on a fore and aft spindle.
Rudder trim handwheels are mounted horizontally.
Note that the maximum free play at the trailing edge of a trim tab should not exceed
2 ½% of the tab average chord.

SIMPLE ELEVATOR TRIM SYSTEM

The illustration shows a simple elevator trim system.
When the handwheel is turned in either direction, the whole chain and cable
assembly is operated and turns the trimming tab screw jack sprocket. Movement of
the sprocket causes the screw jack to extend or retract according to the direction of
rotation. This results in the tab moving up or down, as shown in the illustration.
Stops are incorporated in the system to limit trim tab movement. They may consist
of stop, bolts on the chain contacting bulkheads within the centre console.
Alternatively the stops may be incorporated into the control wheel mechanism.
Turnbuckles incorporated in the cable assembly allow the system to be correctly
tensioned. An indicator adjacent to the handwheel indicates the amount of trim
applied.
A simple cable tension regulator keeps the trim cables at the correct tension.
EXAMPLE OF AN AILERON TRIM SYSTEM
ELECTRICALLY OPERATED TRIM SYSTEM

Also illustrated is an electrically operated trim tab with manual back up. The trim
wheel in the cockpit drives a trim cable drum via bevel gears. Trim cables are
wrapped around the cable drum and pass to a trim screw jack via an electric trim
servo motor. The trim system must be protected from a runaway actuator ie. when
the actuator starts to operate without a valid command signal. One method of doing
this is shown. Two instinctive switches are used. They are spring loaded to the OFF
position. Both switches must be operated before the motor can run. The arming
switch supplies power to the system. The command switch completes both supply
lines to the motor. When the switches are released, an earth is placed on each
supply line. This prevents a short circuit on either line operating the motor.

Aileron trim switches are mounted on the centre console. In the case of the elevator
trim system these switches are mounted on the control wheel. The electric actuator
drives the cable system and operates the trim screwjack. The actuator has a split
field motor and incorporates limit switches. An indicator is provided to show the
degree of trim applied.
During autoflight the autopilot will keep the aircraft trimmed using the electric trim
actuator.
Rudder trim tabs are operated by a rotary type switch mounted horizontally on the
centre console.
SPLIT FIELD ACTUATOR

The split field motor is connected into a unit with other electrical and mechanical
parts to make an actuator. The motor is geared to produce a linear movement in two
directions. Mechanically operated limit switches stop the motor when the actuator
has reached the limits of its travel.
A spring loaded brake is incorporated to stop the motor when the power is switched
off. It will also prevent the actuator being moved by externally applied loads. The
brake is released by a solenoid which is energised when the actuator is extended or
retracted.

LINEAR ACTUATOR
SOLENOID BRAKE

SIMPLE MANUALLY OPERATED ELEVATOR TRIM TAB

SIMPLE ELEVATOR TRIM SYSTEM

TYPICAL AILERON TRIM CONTROL SYSTEM

BALANCE TABS
Balance tabs are a form of aerodynamic balance and assist the pilot in moving the
control surface. Balance tabs may be fitted to the ailerons, elevators or rudder and
may also combine the function of the trim tab. An example of this arrangement on
an aileron is shown in the illustration.
An aileron trim toggle switch on the control pedestal operates the trim/balance tab
through an electrically operated actuator on the rear spar of the wing. The actuator
moves the tab through duplicated push pull rods and idler levers.
A balance tab which does not incorporate the function of a trim tab is similar except
that the push pull rods are attached to the wing rear spar instead of the actuator.
Tab operating linkages are duplicated to prevent flutter following a single linkage
failure.
An aircraft may be equipped with powered controls having manual reversion. The
aircraft control surfaces may be equipped with balance tabs to assist the pilot when
flying the aircraft manually.

GEARED BALANCE TABS

On some aircraft the operation of control surface balance tab is geared, this allows
the balance effect to be varied in proportion to control surface deflection. A simple
non-linear control linkage is normally used to achieve this effect, and generally will
connect both tab and control surface to the main surface structure.
In the installation illustrated, movement of the control surface around its neutral
position, will deflect the tab to produce aerodynamic assistance to the pilot
movement. Greater deflections of the surface will cause the tab to produce a
progressive anti-balance effect. This makes the control surface more difficult to
move as the deflection increases.
GEARED TAB OPERATION

BALANCE PANELS
Balance panels may be fitted to control surfaces to provide aerodynamic balance.
They may be used in conjunction with servo tabs or balance tabs.
A typical arrangement, applied to an aileron is illustrated. The panel is
interconnected to the aileron leading edge and the wing rear spar by hinged fittings,
dividing the space between the upper and lower surfaces into two vented
compartments.
When the aileron is in the neutral position, the pressure of the air vented into each
compartment is in balance. When the aileron is displaced, e.g. upward, a higher
pressure is developed in the upper compartment so that the resulting force acting on
the balance panel, , assists in the application of aileron control.
CONTROL SURFACE BALANCE PANEL

TRIM/BALANCE TAB

SERVO TABS
Servo tabs are connected directly to the pilots controls in the cabin. Less effort is
required to move the servo tabs than is required to move the control surface. Servo
tabs may be fitted to any of the primary control surfaces. The illustration shows a
servo tab fitted to an elevator. In this example, the elevators can be moved not only
directly by the control column but also by the servo tab on the elevator trailing edge,
depending on the speed of the aircraft.
When the control column is pulled back the linkage to the elevators moves a pivoted
follow up crank which in turn moves the tab down, assisting in raising the elevator.
At low speeds the aerodynamic loads are low and a large deflection of the elevators
is required. When the pawl on the follow up crank reaches the stop the pilot raises
the elevator directly. When the control column is pushed forward, the second pawl
contacts the stop and the elevators are lowered, again assisted by up movement of
the servo tab.
The elevators are also moved up and down by this direct control method when the
aircraft is on the ground.
At high speeds the aerodynamic loads are great and as smaller deflections of the
elevators are required, the tab alone can move the elevator without the follow up
crank making contact with the stop on the elevator structure.
SPRING/SPRING SERVO TABS

The spring tab is a form of aerodynamic balance which usually assists the pilot in
moving the control surface at high speeds only. At low speed, the tab remains in the
neutral position when the control surface is moved. Spring tabs may be fitted to the
ailerons, elevators or rudder.
The illustration shows a spring tab fitted to an aileron. The differential aileron sector
transfers the movement of the aileron control cables to the spring tab. The spring
tab unit is attached to the front spar of the aileron. Push pull rods connect the
balance lever to the differential sector and the spring tab. The balance lever is
connected to the aileron via a torsion bar.
When the aileron is operated at low speed the torsion bar holds the balance lever in
the central position and the spring tab remains in continuation with the aileron.
At high speeds, the control force necessary to move the aileron causes the torsion
bar to twist. This causes the spring tab to move relative to the aileron, decreasing
the force required to move it.
The spring tab deflection is proportional to the air load on the aileron. The deflection
is limited however by a stop pin located in a fork at the lower end of the balance
lever.

ELEVATOR CONTROL SYSTEM INCORPORATING A SERVO TAB

SPRING/SPRING SERVO TAB

SECTION 3 : FLYING CONTROL SYSTEMS USING PUSH PULL

TUBE OPERATION
The primary control surfaces may be operated by a system of push pull tubes, levers
and bell cranks, instead of a system based on cables and pulleys. The advantages
of a push pull operated system are:
 Only a single control run is required since push pull tubes transmit motion in
both directions.
 The control system does not apply loads to the structure, as with cable
systems.
 Tubes and aircraft structure are usually made of the same material and thus
expand and contract by the same amount.
 Less prone to damage and wear.
Overcomes stretching and reduces friction.
 Disadvantages are:
 Higher cost and weight
 More difficult to route
 Greater complication due to use of levers and roller guides.
The push pull tubes are usually made of aluminium alloy and have fork ends or eye
ends incorporating self aligning bearings. The end fittings are often attached by
means of blind type fasteners.
One of the end fittings is usually adjustable so that the length of the tube may be
altered. Fairleads or roller guides support the push pull tube, especially necessary
when carrying compression loads.
PUSH-PULL TUBE
A push pull tube is used between bell cranks and from bell cranks to levers to
transmit the force and motion from one to the other.
BELLCRANK
A bellcrank is used to transmit force and permit a change in direction of the force.
TORQUE TUBE
A torque tube is a hollow shaft by which the linear motion of a push pull tube is
changed to rotary motion.

TYPICAL PUSH PULL OPERATED CONTROL SYSTEM

TYPICAL PUSH PULL TUBES AND LEVERS USED IN PUSH PULL OPERATED CONTROL SYSTEMS
ROLLER GUIDES SUPPORTING A PUSH PULL TUBE

NOTES:

SECTION 4 : STALL PROTECTION SYSTEM

On modern large transport aircraft the stall warning system continuously monitors
the aircraft angle of attack and the position of the slats and flaps and automatically
operates the control column stick shaker, warning the pilot when the aircraft is
approaching the stall condition.
Angle of attack sensors or alpha vanes are located on each side of the forward
fuselage. They are small aerodynamic vanes which sense the angle of the relative
airflow ie. the angle of attack. Angle of attack being directly related to lift coefficient
and stall speed. The vane positions the rotor of a synchro which sends position
signals to a stall warning computer. A heater installed in the sensor vane prevents
icing.
The stick shaker is mounted on the front of the control column and consists of an
electric motor which rotates an eccentric flywheel to induce vibrations into the control
column.
The stall warning system is designed to operate at a speed 5% above the stalling
speed for the particular flap/slat configuration.
Should the pilot fail to take recovery action, a stick pusher or nudger automatically
recovers the aircraft from the stall. The stick pusher or nudger is operated by an
electric actuator or by a pneumatic ram. Once the speed of the aircraft has
increased to a safe value, the actuator will return the elevators to neutral.
Large transport aircraft are required to have duplicated stall warning and recovery
systems. If either system detects a stall condition, it will vibrate the column. As both
columns are joined together both columns will shake. Both stick shakers should
operate at the same time.
Warning lamps will indicate when a stall warning system has operated. They
indicate the system which would be switched off in the event of false operation of the
stick shakers. Operation of stall recovery action (control column forward) is indicated
by the illumination of lamps, on the flight deck.
The system is de-activated on the ground by the weight on/weight off safety sensor.
The weight on/off system can be bypassed for test purposes by using the
appropriate test switches.
OPERATION OF A TYPICAL SYSTEM

The stall warning computer receives angle of attack data from the airflow sensor
vanes and operates the stick shaker motors at preset vane angles. The data is
modified by flap position and by airspeed when the flaps are retracted. The CWP
STALL IDENT annunciator comes on.
In the example described, the stick pusher system has a low pressure air reservoir
kept constantly charged by engine bleed air. Air from this reservoir is fed to a
pneumatic ram through the two electro/pneumatic control valves. The control valves
are connected in series so that both must open to operate the ram. When the
control valves are de-energised the ram chamber is open to atmosphere and the
control columns can be operated without restraint. Duplicated cable runs connect
the pneumatic ram to the control columns. If engine bleed air is lost, the air reservoir
can operate the stick pusher a number of times at the design force. A relief valve

protects the air lines from over pressure. The reservoir can be charged during
ground testing using ground charging connections.
Annunciators on the flight deck provide indication of system condition. Low reservoir
pressure is indicated by the STALL AIR LO PRESS and AIR SUPPLY annunciator.
When the control valves operate the respective STALL VLV A OPEN and STALL
VLV B OPEN annunciators come on. If a fault occurs the CWP STALL FAULT
annunciator comes on. Combined pushbutton/annunciators labelled IDENT 1 INHIB
and IDENT 2 INHIB give indication of the system which has a fault. They can also
be used to inhibit either system by pressing the relevant pushbutton/annunciator.


TYPICAL MECHANICAL STICK PUSHER

EXAMPLE OF A PNEUMATIC STICK PUSHER OPERATING SYSTEM

EXAMPLE OF STALL WARNING SYSTEM

ELECTRICALLY OPERATED STICK PUSHER

This stick pusher actuator moves the control columns forward when the aircraft
reaches a specified angle of attack and speed combination. The stick pusher
actuator is of the rotary electromechanical type. It is connected via a cable to a
torque tube mounted quadrant in the elevator system. When it is not operating, the
actuator allows the full elevator control travel, with the extension or retraction of its
output cable. The actuator maintains a small tension load on the cable which is
maintained throughout its travel. When the pusher actuator operates it will lower the
elevator. A failed system can be inhibited using cut-out switches. Ground test
facilities are also provided.
EXAMPLE OF AN ELECTRICALLY OPERATED STICK PUSHER

NOTES:

CHAPTER 3 : POWERED FLYING CONTROL SYSTEMS

SECTION 1: POWERED FLYING CONTROLS
INTRODUCTION
With the introduction of higher speeds and larger aircraft the force required to move
a control is considerable due to the aerodynamic loads acting on the control surface.
The maximum effort of the pilot is not sufficient to cause an appreciable movement
of that surface and therefore power control actuators are included in the control
systems. The use of power controls also allows more precise movement of the
control surfaces required at high speeds.
The aircraft hydraulic systems supply the power to extend or retract an actuator
which forms part of an assembly known as a Powered Flying Control Unit (PFCU)
and which is connected to the control surface either directly or via cables.
Control Surface Arrangement

In many types of large aircraft the control surfaces are arranged in pairs. An inboard
and outboard aileron on each wing, an inboard and outboard elevator and an upper
and lower rudder. This ensures effective lateral control at both high and low speeds
and also ensures that control is maintained in case of any failures in the system. At
low speeds lateral control is provided by inboard and outboard ailerons. At high
speeds, the outboard ailerons are locked in the neutral position, lateral control being
provided by the inboard ailerons. Differentially operated spoilers may also be used
to assist in providing lateral control. This will prevent wing tip twisting at high speeds
leading to control reversal. Elevators and rudder are duplicated primarily as a safety
precaution. Each elevator and rudder is operated by an independent hydraulic
system so that should a system fail one control surface of a pair can still operate.
On a delta wing aircraft, a control surface on each trailing edge acts as both aileron
and elevator and is called an elevon. When the control column is moved backward
or forward, both surfaces move together as elevators, but when the control wheel is
turned clockwise or anti-clockwise, one elevon is raised while the other is lowered,
as in the case of ailerons on a conventional aircraft. The control systems are
interconnected so that pitching and rolling can be produced at the same time.

TYPICAL CONTROL SURFACE ARRANGEMENT

POWERED FLYING CONTROLS

When aircraft are flying at high speed, the air loads on the control surfaces are well
beyond the physical abilities of the pilot. Therefore some form of assistance is
required to bring loads to an acceptable level whilst maintaining the necessary range
of movement of the controls.
This assistance is provided in the form of a hydraulic or electric actuator, or a
combination of both. Moving the control column or rudder pedals supplies an input
signal to control the output of the actuator which moves the appropriate control
surface.
The transmission of the pilot's input to the power control actuator may be done
mechanically, either by using cables or push pull rods. Aircraft using fly by wire
control systems use electric wires to connect the pilot's input to computers and then
to the power control actuator.
INSTALLATIONS
There are two types of power control:
 Power Assisted
 Power Operated
Power Assisted
In this system the force exerted by the pilot is supplemented by hydraulic power.
The pilot gets feedback from the control surfaces. The controls are reversible and
conventional trim tabs are used.
Power Operated
Here the control surface is moved entirely by hydraulic power. The pilot provides
only the small force necessary to operate a servo valve. The hydraulic actuator
moves the surface to its selected position. The controls are irreversible and artificial
feel is required for the pilot.
REQUIREMENTS FOR POWERED FLYING CONTROLS

As with any control system, powered systems need to be safe, positive and
instinctive. In addition, powered systems need to meet the following requirements:
 Sensitivity
 Stability
 Irreversibility
 Feel
 Back-up

Sensitivity
Powered flying control actuators must be sufficiently sensitive to give immediate
operation of the unit with a minimum time lag on receipt of the input signal from the
pilot.
Power control actuator selectors, usually referred to as 'servo valves' are usually of
the spool valve type. Sensitivity is obtained by using 'minimum valve overlap'. This
means that the 'lands' of the moving valve only just close off the pressure and return
ports. Any movement of the valve, no matter how small, will allow fluid to flow to the
actuator and cause it to move.
Stability
To obtain maximum sensitivity and prevent inadvertent operation of the Power Flying
Control Unit, the flying control system must be stable. In other words it must not be
influenced by any signals which do not originate from the pilot. This can be ensured
by:
 the elimination of backlash or lost motion in the control system.
 keeping the hydraulic system free from air.
 fitting spring or hydraulic dampers in the control system.
Irreversibility
Any air loads on the control surface should not be able to move the control surface.
This can be done by providing a hydraulic lock within the power unit.
Fully powered flying controls are irreversible.
Power assisted controls however are reversible, in that a proportion of the air loads
on the control surface are felt by the pilot.
Feel
In a manually operated system, the pilot moves the controls to obtain a certain
movement of the aircraft around a given axis. The degree of deflection and the
speed of the airflow produces loads which are fed back through the control run, to
give the necessary 'feel' to the controls.
In a power assisted control system, proportional feedback from the control surface
provides 'feel'.
In the case of a powered control the pilot selects what the control surface is to do,
the actuator completing the movement required. The force necessary to move a
hydraulic servo valve is very small and has no relationship to the force being exerted
aerodynamically on the control surface. Therefore there is no feel.
For this reason a device is built into a powered flying control system to simulate
'FEEL'. This 'FEEL' simulates a proportion of the forces a pilot would normally
experience if flying a manually controlled aircraft.

Back-up
The flying control systems on any aircraft are essential for safe controlled flight.
In the event of a failure of the hydraulic power supply, the control must be capable of
being operated by an emergency system.
This can be done by:
 Manual reversion. Following a failure of the hydraulic power supplies, some
aircraft can be flown at reduced speed in manual control.
 Duplication of the power units or the power supply. There must be a
means of isolating a failed power unit. This allows the serviceable power
units to continue operating the system.
POWER ASSISTED CONTROL

In this type of control, the input and output are linked in such a way that a proportion
of the effort needed to move the control surface is supplied by the pilot. The
hydraulic actuator supplies the greater part of the effort.
Simple Power Assisted Control Actuator

In the normal operation of a hydraulic actuator, a selection is made on the selector.
Fluid under pressure passes to the appropriate end of the actuator which moves to
the end of its travel, expelling fluid from the other side of the piston through the
selector to return.
When considering a control surface, the amount of deflection required may be
anywhere within a total range of movement of the surface. Therefore on a given
selection, the actuator must move the surface the required amount and then hold it in
the selected position.
In a hydraulic selector, when a selection is made, fluid under pressure is directed to
one side of the actuator and the other side is opened to return. If during the
actuator's travel, the selector is placed to a neutral position, the fluid will be trapped
in both ends of the actuator. This makes what is commonly called a 'hydraulic lock'.
The actuator will remain in this new position until re-selected.
The power assisted control actuator (and the power control actuator )is designed so
that it is hydraulically locked when the given selection is achieved. The amount of
movement is controlled directly by the pilot's selection.
This is achieved by having the actuator so arranged, that the actuator ram remains
fixed and the actuator body moves. As the actuator body moves, it neutralizes the
selector valve. This is because the body of the selector valve is fixed to the body of
the actuator and therefore moves with it.

POWER ASSISTED CONTROL

Description
The illustration shows an integral selector (servo valve) and actuator incorporated in
the control run between the cockpit and the control surface, for example, control
column to elevator.
 Actuator - The actuator consists of a ram having equal effective areas
(balanced actuator) acting inside a cylinder (actuator body). The ram is
anchored to the control column via the control system, and the actuator body
is attached to the control surface.
 Selector - this is mounted directly on the actuator body. It has internal
drillings connecting the inside of the actuator body with the inside of the
selector valve.
Hydraulic pressure is supplied to the area between the two lands of the selector
valve and the extreme ends of the valve are open to return by a common duct. The
selector landed valve is attached, through rods, direct to the pilot's control.
Operation
With the control column in neutral, the two lands of the selector valve cover the
drillings, trapping fluid on both sides of the actuator ram. If the pilot moves the
control column back, the elevator moves up a small amount due to the hydraulic
lock. At the same time the selector moves to the left allowing fluid to pass to the left
hand end of the actuator and returning fluid to the reservoir from the right hand end
of the actuator. The pressure fluid to the left hand end moves the actuator to the left
moving the elevator up.
After the pilot has made the initial selection, the control column remains in this
position. As the actuator body moves, the selector valve body moves with it, until the
drillings are covered, stopping the supply of fluid to the actuator. This is known as
negative feedback ie. the servo valve is nulled. This will lock the actuator by
trapping fluid on both sides of the ram.
The input from the pilot's control results in the required deflection of the control
surface due to the actuator movement. The control remains in this new position until
re-selected. Since the actuator ram is attached to the control column, part of the
control surface load is always felt by the pilot. This is known as Proportional
Feedback and provides feel to the pilot.
If the control column is moved forward, the sequence of operations is reversed.
When no hydraulic pressure is available, the interconnecting valve opens under
spring pressure and the actuator is free to move the fluid passing from one side of
the ram to the other. The control surface may then be operated by another actuator,
or manually, depending on the particular installation. During manual operation, the
actuator body is manually operated by the servo valve rod stop, and moves over the
anchored ram. Although an elevator control is described, power assistance to the
aileron and rudder controls is similar.

POWER OPERATED CONTROL

POWER OPERATED CONTROL

A power operated control provides all the force necessary to move the control
surface. The pilot supplies only the small force necessary to operate a servo valve.
Description
As can be seen in the following illustration, the integral selector and actuator is
incorporated in the control run between the control column and the control surface.
The actuator is similar to the power assisted control actuator except that the ram is
anchored to the aircraft structure. The selector is also similar, being operated by
movement of the pilot's control.
Operation
With the control column in neutral, the two lands of the selector valve cover the
drillings, so trapping the fluid on both sides of the actuator ram. If the pilot moves
the control column forward the selector valve moves to the right, allowing fluid to
pass to the right hand end of the actuator and returning fluid to the reservoir from the
left hand end of the actuator. The pressure fluid to the right hand side moves the
actuator body to the right moving the elevator down. As the actuator body moves,
the selector valve body moves with it, until the internal drillings are covered up
stopping the supply of fluid to the actuator. This is known as NEGATIVE
FEEDBACK ie. the servo valve is nulled. This locks the actuator by trapping fluid on
both sides of the ram. The control remains in this new position until re-selected. If
the control column is moved back the sequence of operation is reversed.
The interconnecting valve operates as described under power assisted control. If
manual reversion is an option in a particular installation, then this can be achieved as
described under power assisted control.
The power control actuator described above uses negative feedback or follow-up
provided by movement of the actuator body which has the servo valve attached to it.
The control surface is also attached to the actuator body.
In some installations the body of the actuator is attached to the aircraft structure and
the ram is attached to the control surface. In this case negative feedback to the
servo valve is provided by a linkage.

BODY MOUNTED PCU

BODY MOUNTED POWER OPERATED CONTROL OR POWER CONTROL UNIT

(PCU)
There are many types of servo mechanisms, but the follow-up principle remains the
same for all types. In this system, the PCU is fixed to the airframe structure and it is
the ram that moves to operate the control surface.
Description
In the illustration, the control column is connected to the upper end of the summing
lever. The summing lever is pivoted on the end of the servo valve. A feedback link
connects the lower end of the stirrup.
Operation
When the control column is in neutral the two lands of the servo valve cover the
ports. This traps hydraulic fluid on both sides of the actuator ram. If the pilot moves
the control column back, the servo valve moves to the right. This allows fluid to pass
to the right end of the actuator. Return fluid passes to the reservoir from the left end
of the actuator. As the actuator ram moves to the left the elevator is raised and the
summing lever returns the servo valve to the neutral or nulled position. This is
known as negative feedback.
The actuator is hydraulically locked because the fluid is trapped on both sides of the
ram piston. The control remains in this position until re-selected, When the control
column is moved forward the sequence of operation is reversed.
An interconnecting valve arrangement can be incorporated and operates as
described under power assisted control

BODY MOUNTED PCU OPERATING SEQUENCE

COMPONENTS OF A POWER CONTROL UNIT
Hydraulic Ram
This is usually of the balanced type.
Servo Valve
The principle of operation is, for a small power input to the servo valve, a large
power output is available on the hydraulic ram. When the ram has moved, allowing
the control surface travel to correspond to the pilot's control movement, fluid supply
is shut off. The servo valve assembly thus provides three functions:
 Direction of movement
 Rate of movement
 Magnitude of movement
Damper
A damper assembly is also incorporated in the servo valve body to permit smooth
operation of the unit, whilst offering resistance to any suddenly applied loads.
Interconnecting Valve
A valve, with a spring on one side and hydraulic pressure on the other, is fitted in a
passage which connects the two ends of the main ram. With powered controls
selected OFF, or with a hydraulic failure, the spring opens the valve allowing fluid to
be passed from one side of the ram to the other. This allows manual control, or
control using an alternative actuator.
Power Control Unit Stuck Servo Valve Detector

The possibility of a stuck servo valve in a power control unit must be considered.
Stuck servo valve detector struts can be used. These struts are interposed between
each servo valve and the input control. Should a servo valve seize, the stuck valve
detector struts compress or extend to operate a microswitch which illuminates an
annunciator on the Central Warning Panel (CWP). Other control systems operating
in parallel eg. in a triplex system, continue to operate but with a slightly higher stick
force.
However, a hydraulic clutch is incorporated in each of the actuator servo valves. It is
engaged when the system is pressurised, but is released if the power on-off valve is
operated to depressurise or unload the system. When the pilot unloads the faulty
system following a stuck valve warning, the hydraulic clutch is released. The
remaining two control systems can be operated as normal without the increased
stick forces which are present until the system is unloaded. The system is failsafe, a
stuck servo valve cannot prevent flying control operation.
Any two actuators can overcome the third as well as move the control surface.
Should a fault occur in one system a hydraulic lock cannot occur since relief valves
incorporated in the servo valve on each actuator can be opened by the two
serviceable actuators. This allows movement, both of the control surface and the
faulty actuator.

Alternatively the Power Control Actuator Unit can be designed in such a way that the
servo valve slides within a ported sleeve. Should the servo valve seize, the ported
sleeve moves also and directs the hydraulic supply pressure to return, allowing the
PFCU to idle. Movement of the ported sleeve also operates a microswitch
illuminating an annunciator on the pilot's CWP.
POWER CONTROL ACTUATOR REACTION MOUNTING LINKAGE

In this arrangement, the power control unit is attached to both the main surface rear
spar and the control surface. A reaction linkage connects the PCU attachment point
to the control surface hinge line. This arrangement reduces the reaction loads on
the main surface rear spar.
POWER CONTROL ACTUATOR REACTION MOUNTING LINKAGE

PCFU STUCK VALVE DETECTOR STRUT SYSTEM

STUCK VALVE DETECTOR

POWER FLYING CONTROL UNIT TRANSFER VALVE

The illustration shows a body mounted power control actuator. It can be operated
either by the pilot or by the autopilot using the transfer valve. When the autopilot is
engaged, the on/off solenoid opens, supplying pressure to the transfer valve. The
autopilot LVDT (Linear Variable Differential Transducer) indicates how far the
autopilot actuator has been moved by the operation of the transfer valve. The
control surface LVDT indicates the position of the control surface. The body of the
PFCU is attached to the structure and the piston rod is attached to the control
surface.
When the pilot makes a manual input from the cockpit, the cables move the input
quadrant. If, for example, it rotates clockwise, the arm attached to it moves to the
left, compressing the left springs. The autopilot is not engaged and the lower arm
pivots around the ball at its lower end. As the top of the long lever arm moves to the
left, it moves the control valve to the left. This connects the left side of the main
actuator piston to pressure and the right side of the piston to return.
The main actuator piston then moves to the right, carrying the bottom end of the long
arm to the right. This moves the control valve back toward its neutral or shutoff
position. The main actuator piston moves the control surface up until the control
valve closes off its ports. Further movement of the cockpit control in the same
direction again moves the control valve to the left. This causes the main actuator
piston to move to the right until the control valve is again shut off. The control
surface movement is proportional to the movement of the cockpit control.
The autopilot is able to perform the same operation. If the transfer valve receives a
signal, the transfer valve spool moves in one direction or the other. If the transfer
valve moves down, hydraulic system pressure is sent to the right side of the autopilot
actuator. Return fluid leaves from the left side. As long as the transfer valve ports
remain open, the autopilot actuator continues to move to the left. As it moves to the
left it develops a follow up signal in the autopilot LVDT. When the follow up signal
equals the command signal the transfer valve signal is nulled. As the autopilot
actuator moves to the left, it carries the arm above it to the left, rotating the quadrant
to which the cables are attached and moving the associated cockpit control.
TANDEM ACTUATOR
A tandem actuator is a double ended actuator. Each actuator has its own servo or
selector valve, ram and hydraulic supply. If one supply is not available, there is
sufficient power available from one supply acting on one half of the tandem actuator
to operate the control surface.

POWER FLYING CONTROL UNIT INCORPORATING A TRANSFER VALVE

EXAMPLE OF A TANDEM POWER CONTROL ACTUATOR

NOTES:

SECTION 2 : ARTIFICIAL 'FEEL' UNITS

The rate at which an aircraft manoeuvres, depends upon the force exerted by the
control surfaces on the aircraft. With manual controls, a fixed proportion of the force
exerted by the control surface is felt by the pilot on the controls.
Therefore an experienced pilot knows, that when a certain force is applied to the
controls, a certain rate of manoeuvre will be achieved.
The force exerted by the control surface and therefore the force felt by the pilot will
depend on:
 Aircraft speed
 Air density (altitude)
 Deflection of control surface
If power controls do not have a 'feel' simulation device, the only force required to
manoeuvre the aircraft felt at the controls, is that required to move the hydraulic
servo valve. This bears no relation to the force being exerted by the control surface.
Therefore it is necessary to provide an opposing force to the pilot's selection so that
the force required to move the controls is in proportion to the force being exerted by
the control surface.
The 'feel' unit must therefore produce an opposing force that will vary with aircraft
speed, air density and deflection of the control surface.

TYPES OF FEEL SYSTEMS
Simple Spring 'Feel' Unit

The unit is fitted in the control surface operating linkage between the controls in the
cockpit and the operating actuator. When the pilot moves the control it is so
designed that the selection is made against the load of a spring. The greater the
deflection of the controls, the more the spring will oppose. If the pilot removes the
force on the controls after compressing the spring, the spring expands and
centralises the column and selector (servo valve). The operating actuator will then
centralise the control surface.
Operation
If the control column is moved rearwards, the spring in the right hand end of the 'feel'
unit will be compressed in proportion to the control column movement and deflection
of control surface. If the control column is now allowed to centralise, the spring unit
will offload, centralising the linkage, which moves the selector to the right and the
control surface returns to its neutral position.
A disadvantage of this system is that it only gives a 'feel' of the controls in proportion
to the control surface deflection, taking no account of density and speed.
SIMPLE SPRING FEEL UNIT

'Q' FEEL UNIT
('Q' is the symbol used to denote aerodynamic loading)

One device, used to give 'feel' simulation under varying conditions is the 'Q' Pot.
The basic operation of all 'Q' feel units, is based on a pressure difference across a
diaphragm, the pressures used being static and pitot. The 'feel' unit is interposed
between the cockpit controls and the selector valve. If the dynamic pressure
increases due to an increase in forward speed, the force required to move the
controls increases, so giving the pilot an increased 'feel' of the controls. Conversely,
if, due to a decrease in air density (altitude increase), the pressure difference across
the diaphragm decreases (assuming the same forward speed), the load on the
column decreases proportionally.
'Q' Pot
The unit consists of a cylinder fixed to the aircraft structure. Enclosed within the
cylinder is a flexible diaphragm which is attached to the control mechanism by a rod.
This diaphragm separates the cylinder into two halves, one being open to static
pressure, the other to pitot.
The unit is so designed, that when the cockpit control is moved in either direction,
the rod and diaphragm are always deflected against pitot pressure. When the load
on the controls is released, the unit will always centralise due to the overcentring of
the mechanism and the opposing force on the diaphragm.
Operation
When the control is operated, the endless chain between the upper and lower
sprockets rotates, moving the rod over centre. This withdraws the rod from the
cylinder against pitot pressure.
On returning the controls to neutral the diaphragm and rod centralise, thus
centralising the linkage and the control surface.
The force required by the pilot to displace the diaphragm varies with aircraft speed,
and air density.
NOTE: When dynamic/static pressures only are used to give 'feel', the cylinder
required has to be large to give an effective load. In certain 'feel' units,
the pitot/static sensing pressures are used to operate a piston
subjected to hydraulic pressure. In this system, the load felt in the
control ram is supplied hydraulically and subsequently the unit itself
can be made smaller.

Control Loading Increase with Deflection of Control Surface

When the bellcrank lever is in neutral the Q-feel actuator is applying a horizontal
force on the upper arm. As the control is moved from the neutral position, the
moment on the upper arm increases, and the moment on the lower arm decreases.
BELLCRANK MOMENTS
It is because of this change in moment that a greater force is required to move the
Q-feel actuator as the cockpit control is moved further from the neutral position.

FEEL SIMULATION SYSTEM

ARTIFICIAL FEEL 'Q' POT
HYDRAULIC ARTIFICIAL FEEL SIMULATOR

When a power flying control actuator is used an artificial feel system must be
provided to prevent over control by the pilot. A spring force is usually adequate for
the aileron system. Elevator and rudder systems usually have a spring force and a
variable hydraulic force. The illustration shows a typical artificial feel system using
both spring and hydraulic feel fitted to an elevator system used with a variable
incidence tailplane.
Artificial spring feel may be adequate at low speeds, but at high speeds greater
resistance to control movement is needed to prevent overstressing the aircraft
structure.
Artificial feel systems also return the controls to a neutral position when the pilot
releases the control wheel, column or rudder pedals. The elevator neutral position is
the position where the elevators are faired with the horizontal stabiliser.

The double cam on the aft elevator control quadrant shows how the artificial feel
system places the control column and the elevators in neutral. If the pilot moves the
control column the spring must be compressed and the hydraulic feel actuator
overcome.
The schematic of the mechanical feel computer shows how the hydraulic pressure
on the hydraulic feel piston is varied with airspeed and horizontal stabiliser position.
Pitot pressure is sent to one side of the diaphragm and static pressure to the other.
As a result the diaphragm exerts a force proportional to aircraft speed. This force is
exerted against the spring on top of the stabiliser position cam and the spring above
the metering valve. The metered pressure forces above and below the metering
valve are equal and balance each other. If the metered pressure acting against the
relief valve balances the spring force acting downward, the supply pressure line
closes off as shown.
As the airspeed increases, the downward force on the metering valve also increases
and overcomes the metered pressure force. This pushes the metering valve down
opening the interior of the metering valve to the supply pressure line until the
metered pressure balances the downward force on the metering valve. The
metering valve is continuously opening slightly to make up for metered pressure
leakage.
When the pilot moves the control column, the hydraulic feel piston moves into the
cylinder. To do this the hydraulic force on the piston must be overcome and fluid
forced out through the relief valve.
In the transonic region, shock waves forming on the stabiliser cause the airflow over
the elevators to become turbulent. The elevators therefore become less effective.
At subsonic speeds a certain force applied to the controls would cause the aircraft to
manoeuvre at a greater rate than if the same control column force were applied at
transonic speeds. To give the aircraft uniform control characteristics it is necessary
to allow the elevators to move further for a given load at transonic speeds.
In the system described above, the force the pilot has to apply to the feel piston
decreases at high mach numbers. As the tailplane incidence decreases with
increasing speed, a cam rotates and causes the computed pressure to be reduced in
the feel piston.

HYDRAULIC ARTIFICIAL FEEL SYSTEM

SECTION 3 : TRIMMING AIRCRAFT EQUIPPED WITH FULLY

POWERED CONTROLS
With a manually controlled aircraft or an aircraft having power assisted controls out
of trim conditions are corrected by using trimming devices, such as trim tabs. When
irreversible power controls are used, a trim tab is ineffective as the tab alters the
position of the control surface by aerodynamic means.
In a power control system, the only means of altering the control surface position is
by repositioning the servo valve. To provide for trim in a power control system, the
neutral setting of the power flying control unit (PFCU) must be repositioned. This will
hydraulically move the flight control surface to trim the aircraft.
Trim control is normally carried out by using an electrical or mechanical linear
actuator. This actuator is used to reposition the spring feel unit as shown in the
diagram. When the actuator is operated using a trim wheel or switch in the cockpit,
the spring feel unit and the PFCU servo valve are repositioned to move the control
surface and trim the aircraft. Now the servo valve, the control surface and the
cockpit primary control have new neutral positions. This may also be known as
control surface bias.
After trimming is carried out it is essential that both spring feel and 'Q' feel units are
in the 'no load' condition when the primary controls are not being operated.
Feel Trim System

When an aircraft is out of trim, the pilot applies the controls to make the aircraft fly,
for example, straight and level. The trim is then applied, the trim actuator extends
and returns both spring feel and 'Q' feel units to their neutral positions. This removes
the control force the pilot was applying prior to trimming.
The simplified sequence of operation is shown in the illustration, where it is shown in
conjunction with a 'Q' feel system.

POWER TRIM ACTUATOR

OPERATION OF FEEL TRIM SYSTEM

NOTES:

SECTION 4 : FAILSAFE FEATURES AND MULTIPLE SYSTEM

PROVISION
When an aircraft is fitted with powered flying controls, failure of the system could
lead to complete loss of control.
Due to the forces required to operate the controls in manual being in certain cases
prohibitive, it is essential that, if a failure occurs, the crew can still maintain full
control over the aircraft.
Two or three complete hydraulic systems may be used to operate the power control
actuators. Back-up systems are provided for these. The main hydraulic systems
work continuously together. Each hydraulic system is complete in itself, with its own
pump reservoir, pipelines valves and actuators. If a system should fail, remaining
systems provide power for all normal manoeuvres required to complete the flight
including landing. Additional back-up is provided by electrically driven hydraulic
pumps and an air driven pump, which can feed any one of the systems.
The illustration shows various fail safe control arrangements. A one piece control
surface can be used, operated by two power control units, each having an
independent hydraulic supply. Alternatively the control surface can be in two parts,
each having a power control unit with an independent hydraulic supply.
Sometimes the flying controls of an aircraft are operated by tandem actuators ie.
double ended. Each actuator has its own selector, ram and pressure supply. If a
failure occurs there is sufficient power available from one power source acting on
one half of the tandem actuator to operate the control surface.
Some aircraft can be flown at a reduced speed in manual control in which case the
controls may revert to 'manual' following a failure of the associated hydraulic system.
An aircraft fitted with a manual reversion control system will usually be in the light
weight category. These aircraft incorporate some form of trim and must also retain
the necessary aerodynamic and mass balances.
The requirements with regard to primary flight controls and trimming controls are set
out in CS 25. One requirement is that the control systems must be designed in such
a way that continued safe flight and landing is possible following jamming or
breaking of the control runs. This requirement is usually met by duplicating the
control runs and allowing disconnection of the linkages between the two control
wheels and control columns.
The illustration shows the arrangement of the hydraulic supplies to the flight controls
in a large jet transport. Two engine driven pumps are located on each of the three
engines and are controlled by switches in the control cabin. A back-up means of
pressurising all systems is provided by two electrically driven auxiliary pumps and
two hydraulically operated, reversible motor pump units. The electrically driven
pumps pressurise system No 3 only. The reversible motor pump units allow system
No 3 to pressurise systems No 1 and No 2 or be pressurised by either system No 1
or No 2. One of the electrically driven pumps may receive power from an air-driven
generator if normal electrical power is not available during flight.

SCHEMATIC OF A TANDEM POWER CONTROL ACTUATOR
SPLIT CONTROL SURFACE
ONE PIECE CONTROL SURFACE WITH TWO POWER CONTROL ACTUATORS

FLIGHT CONTROLS – HYDRAULIC POWER DISTRIBUTION

PROTECTION OF MECHANICAL FLYING CONTROL INPUT SYSTEMS

To provide control jam and severance protection in the case of mechanically
operated systems the servo valves are normally operated from either control column
or control wheel by way of two control paths. To ensure that the control surfaces can
be operated throughout the flight the control paths include a number of protection
devices. If a fault occurs in one path the alternate path immediately takes over. In
the system illustrated the control input runs incorporate the following protection
devices.
 Cable Break Detectors. These devices are installed in both control paths to
indicate a slack or broken cable. Each detector consists of two spring loaded
arms which are held apart by cable tension. If the cable breaks the arms will
close and an advisory indication will be sent to the cockpit.
 Rotary Damper. This device is fitted in the captain’s control path only and is
provided to dampen feedback oscillations in the control paths.
 Over-ride Bungee. This device permits continual movement of the
serviceable control path should a jam occur in the opposite path. When this
device operates an advisory indication is given on the central warning panel
(CWP).
 Pitch Disconnect Mechanism. Operation of this mechanism allows the two
control columns to be disconnected from each other to allow independent
motion in the event of a pitch control system jam.
 Aft Disconnect Mechanism. This is an electrically operated device which
automatically disconnects the two control paths should a servo failure occur in
any path. If this occurs an advisory indication is given on the central warning
panel (CWP). All control paths are additionally fitted with cable tension
regulators which are designed to compensate for the effect of temperature
variation, pressurisation and structural movement.

EXAMPLE OF SPLIT ELEVATOR CONTROL SYSTEM

NOTES:

SECTION 5 : VARIABLE INCIDENCE TAILPLANE & ELEVATOR

CONTROL SYSTEM
During cruising flight it is usually necessary for the horizontal stabiliser to exert a
downward force to balance the nosedown effect caused by the centre of lift being aft
of the centre of gravity. This can be accomplished either by moving the elevator up
or by lowering the leading edge of the horizontal stabiliser.
Moving the elevator out of continuation with the stabiliser causes drag. It is desirable
for long term conditions to change the position of the horizontal stabiliser so that the
elevator can be streamlined.
Stabilisers are not usually adjustable on larger propeller driven aircraft because
airspeeds are not great enough for elevator drag to be significant. On jet transports
elevator drag has a significant effect on airspeed and fuel consumption.
The illustration shows two conditions capable of producing the same amount of lift,
assuming constant aircraft attitude and airspeed. One condition has the elevator not
in continuation with the stabiliser. The other shows the elevator streamlined
because the stabiliser is in a different position.
At (a) the stabiliser is developing the same amount of upward lift, either at 0 and the
elevator down 10 or at +3 with the elevator streamlined.
At (b) the same amount of downward force is produced with the stabiliser at 0 and
the elevator up 15 as with the stabiliser at -6 and the elevator streamlined.
Note that these values and relative positions are only illustrative and not necessarily
actual. Actual values and positions depend upon airspeed and aircraft attitude.
Although the lift force is the same in each case the drag is less when the elevator is
streamlined.

TYPICAL VARIABLE INCIDENCE OPERATING SYSTEM

On large jet transport aircraft, longitudinal trimming is usually achieved by varying
the angle of incidence of the horizontal stabiliser. The horizontal stabiliser also
operates in conjunction with the elevators. This provides a much wider range of trim
capability, and more precise manoeuvring in the pitching plane is possible because
the full range of elevator movement is always available. In addition, the variable
incidence tailplane configuration overcomes the loss of effectiveness of the elevators
at high Mach numbers.
The illustration shows the principle of operation. The incidence of the stabiliser is
varied by an actuator assembly which can be operated by any one of three methods:
 By energising an electric actuator motor using two switches on the control
columns. Using two switches prevents actuator runaway. Both switches must
be operated before the motor will run.
 By a trim servomotor which is operated by signals from the automatic flight
control system. If the AFCS is not in control, the servomotor can be operated
by signals from a Mach trim system.
 By manually operated trim wheels and control cables. This is used for
emergency operation following failure of the other two methods.
The actuator assembly consists of a screwjack on which is threaded a ball nut
connected to the front spar of the horizontal stabiliser. Gimbals permit angular
movement of both the ball nut and the actuator attachment to the rear fuselage
structure. Ball nut and stabiliser movement is limited by stop nuts at each end of the
screwjack.
The primary method of rotating the screwjack is by means of a two speed 115V AC
electric motor driving gearing which also forms part of the actuator. When the
control column switches are operated together, the electric motor rotates in one
direction only. Its drive is transmitted to the screwjack through either one of two
electro-magnetic clutches which, on being energised, permit the screwjack to rotate
in either direction, corresponding to 'nose up' or 'nose down' trim. This permits rapid
reversal of the trim screwjack.
Normally the trailing edge flap position determines motor speed. It operates at low
speed when the flaps are retracted. When the flaps are not up the motor operates at
high speed.
Limit switches are provided to prevent the ball nut being driven on to either of the
stop nuts. When a limit switch is contacted by a striker on the stabiliser it will de-
energise the appropriate electromagnetic clutch. Should the actuator nut be driven
on to either of the stops, a mechanical torque limiter will prevent damage to the
screwjack actuator. A braking system prevents air loads from rotating the screwjack
when the trim system is not in use. When the screwjack is rotated by the actuator,
the brakes release.
Should there be a failure of the main actuator motor system or the automatic trim
servomotor system, trimming may be carried out manually by means of trim wheels
in the control cabin connected to a cable drum and a disconnect clutch.

VARIABLE INCIDENCE TAILPLANE

A variable incidence tailplane screwjack may be operated by reversible hydraulic

motors instead of an electric motor. Like the electrically operated variable incidence
stabiliser an electro-hydraulic motor requires two correct signals to allow the motor to
operate. A typical pitch trim circuit is shown.
The STAB TRIM dual thumb switches, on the captain's and first officer's control
columns, are used to alter the incidence of the stabiliser. Selection of either set of
switches to the nose up or nose down position energises an arming solenoid and a
command solenoid. These control the flow of hydraulic fluid to the hydraulic motors.
No flow can take place if only one solenoid valve is energised. Limit switches de-
energise both arm and command solenoids should the stabiliser reach the limit of its
travel.
EXAMPLE OF A PITCH TRIM CIRCUIT

A stabiliser position indicator provides continuous indication of stabiliser trim. A

scale on the control stand is calibrated in units of trim and has an area outlined to
indicate the proper take off stabiliser range, referred to as the GREEN RANGE. The
stabiliser must be positioned within the green band on the position indicator for take-
off or the take-off warning horn will sound.
Elevators
With the stabiliser in the trimmed position, the elevators provide control in the
pitching plane. The elevators are operated by any one of four methods:
 Manually using the control column
 By stabilizer movement through a neutral shift rod mechanism
 By the Mach trim system
 By the AFCS
Referring to the illustration it can be seen that when the control column is moved
manually, the aft quadrant is rotated. This operates the servo valve in the elevator
PFCU allowing hydraulic pressure into the main actuator to position the elevators
accordingly. A parallel input from the aft quadrant into the trim centring and feel unit
provides artificial feel.
The elevators are also displaced by the neutral shift rod mechanism when the
stabiliser is moved to a trimmed position. The reason for elevator displacement or
neutral shift is to move the elevator to a new neutral position when the tailplane is
repositioned. The shift rod mechanism transmits stabiliser movement to the servo
valve of the elevator PFCU via bodily displacement of the Mach trim actuator and the
linkages from the aft quadrant of the control system. The graph shows elevator
movement as the stabiliser is trimmed. Control column inputs cause the elevator to
move from this new neutral position. Change of elevator neutral position is
transmitted back through the elevator linkage to reposition the control column. The
range of elevator neutral shift varies with Mach trim actuator position.
The neutral shift rods, Mach trim actuator, feel units and PFCUs are all normally
duplicated.

ELEVATOR MOVEMENT IN RELATION TO STABILISER POSITION AIRCRAFT OF THE GROUND

STABILISER TRIM AND ELEVATOR INCORPORATING MACH TRIM

Mach Trim
With changes in airspeed the pitch trim of an aircraft also changes. As the airspeed
increases the aircraft will adopt a nose down attitude. On slower aircraft the normal
elevator pitch trimming system compensates for this. High speed aircraft however,
are more affected and the changes in attitude occur rapidly with changes in Mach
number. The change can be so severe that some form of automatic trimming is
needed and this is carried out by an automatic Mach trim system.
The Mach Trim system consists of a Mach speed sensor in the Air Data Computer
(ADC), an amplifier and a servo motor. The sensor in the ADC is supplied with pitot
and static pressures from the aircraft's pitot static system. The operation of the
sensor is similar to the Machmeter but the movement is connected to an electrical
transducer instead of a pointer. The transducer produces a signal which is amplified
to drive a servo motor or actuator in the correct sense. In the system described, the
Mach trim actuator is part of the neutral shift mechanism. It functions as part of the
neutral shift mechanism except when the Mach trim system is operating. At speeds
below a set value, eg. 0.7 M, the Mach trim actuator is fully extended. As speed
increases above this value, the actuator retracts to rotate the trim centring and feel
unit, and through the aft quadrant and linkages the servo valve of the PFCU. This
causes the PFCU to move down and so move the elevators up. The tailplane
automatically repositions to fair the elevator with the tailplane.
When the automatic flight control system is engaged, the pilot's linkage to the PFCU
servo valve is locked in its central position. Movement of the elevators as required
by a command signal from the AFCS pitch channel is carried out by sending the
signal to a transfer valve in the elevator PCFU. This admits hydraulic pressure to the
unit's main actuator and, as in the case of manual control, the unit is displaced bodily
to move the elevators to the commanded position.
If a prolonged AFCS command is being applied to the elevator, the AFCS will then
reposition the tailplane to trim the aircraft longitudinally and allow command to be
removed from the elevator. If the aircraft has an all moving tailplane, the Mach trim
actuator will move the servo valve of the tailplane PFCUs.

HOW CLUTCHES REVERSE DIRECTION OF ROTATION OF SCREWJACK

STABILISER TRIM SWITCHES

(spring loaded to neutral)
PUSH (both) - Electrically signals
stabiliser trim in desired direction
STABILISER TRIM HANDLE

Provides for manual operation of
stabiliser
Overrides any other stabiliser
trim inputs
Handle-folded inside Stabiliser
Trim Wheel for electric operation
STABILISER TRIM WHEELS

Rotate when stabiliser is in motion
STABILISER TRIM INDICATORS

Indicates units of aeroplane trim on
the adjacent scale
STABILISER TRIM GREEN

RANGE
Corresponds to allowable range
of trim settings for takeoff
TYPICAL HORIZONTAL STABILISER TRIM CONTROLS

SECTION 6 : THE ALL FLYING OR ALL MOVING TAILPLANE

The tailplane or stabiliser is connected to the pilot's control column using cables,
linkages and a hydraulic actuator.
An elevator is hinged to the trailing edge of the stabiliser. This elevator is not under
the control of the pilot but is positioned according to the movement of the stabiliser.
At high speed the all moving stabiliser provides more efficient pitching control than
can be obtained from an elevator alone. The efficiency of an elevator is reduced
when it is operating in the turbulent air behind a shock wave.
The elevators are connected to the stabiliser by means of 'up' and 'down' cables that
pass around a forward cable drum and a rear quadrant. The ends of the cables are
fixed to the fuselage structure. When the stabiliser is moved such that its leading
edge is moved either up or down, the cable drum also moves with the stabiliser.
Since the 'fixed' cables pass around the drum, its movement has the effect of
lengthening one cable and shortening the other, thereby producing drum and rear
quadrant rotation. The elevator movement is in the opposite direction to the
stabiliser leading edge eg. stabiliser leading edge down, elevator 'up'.

ALL MOVING TAILPLANE

SECTION 7 : TYPICAL AILERON CONTROL SYSTEM

General
The illustrations show a typical aileron control system. Rolling control for most large
jet transport aircraft is provided by the ailerons operating in conjunction with the
differential action of the flight spoilers. The differential action of the spoilers is
superimposed on any previous spoiler position.
The ailerons alone are sufficient for rolling control at high speed. The first few
degrees of aileron movement therefore occurs without differential movement of the
spoilers. This also allows the ailerons to be trimmed without operation of the spoilers.
The control wheels often have an aileron trim indicator and an autopilot disconnect
switch. Aileron trim switches are usually mounted on the centre console. Aileron
position can usually be displayed on an EICAS/ECAM screen when the 'Status'
button is pushed on the Pilot's Display Select Panel.
Normally two Power Control Actuators (PCA) are provided for each aileron. They
are usually attached to the wing rear spar with the rams attached to each aileron
front spar.
Normally the aircraft has three independent hydraulic systems to operate the
ailerons, elevators, rudder and flight and ground spoilers. Usually two hydraulic
systems are used to operate the aileron power control units. The hydraulic systems
are independent of each other and one system is capable of operating the aileron
system. The loss of one hydraulic system will not affect or prevent the operation of
any other control.
Each power control unit is monitored for failure such as a stuck servo valve.
Failures are displayed on an EICAS/ECAM screen and/or a Central Warning Panel
(CWP).
Aileron control is normally achieved through a cable and pulley system operated
from two interconnected handwheels mounted on top of the control columns. In the
system described, the two handwheels are linked by a cable system and an
interconnecting shaft. This shaft incorporates a disconnect mechanism. This allows
the pilot to isolate the left hand or right hand aileron control circuit should either
circuit become jammed or severed.
A spring type artificial feel unit is incorporated in each circuit aft quadrant.
Both ailerons have a PCU. Each PCU is a dual unit consisting of two equal and
parallel power components with a common interconnecting input linkage.
Aileron trim is provided by an electrically driven actuator connected to the rear
mounted quadrants.

DESCRIPTION OF AILERON SYSTEM

Starting from the Flight Deck, the aileron control system contains the following
components. The pilot’s and co-pilot’s system are the same.
Only the components of one system are described:
 Handwheel assembly
 Aileron disconnect mechanism (roll disconnect)
 Forward cable quadrant
 Rear cable quadrant and spring feel mechanism
 Aileron trim mechanism
 Cable tension regulator
 Aileron power control unit (PCU)
 Aileron position indicator and transmitter
 Aileron flutter damper
Handwheel assembly
The handwheel assembly is mounted on top of the control column. It contains the
cable drum driving the forward aileron quadrant. This quadrant is mounted on the
end of the interconnecting shaft. Two control stops are also fitted, limiting the
angular travel of the handwheel. The handwheel incorporates:
 Pitch trim switches
 Autopilot disconnect switch
 Radio press to transmit switch
Aileron disconnect mechanism

The aileron disconnect mechanism uses a dog clutch to connect the two halves of
the interconnecting shaft. The two parts of the dog clutch are kept in engagement by
a locking pin.
If a jam occurs in one of the aileron systems, it can be isolated from the other by
disengaging the dog clutch. This is done by rotating and then pulling the roll
disconnect handle which is located on the centre console. This action pulls the
locking pin from the dog clutch allowing it to disengage. When the two halves of the
interconnecting shaft have been disconnected, only the unjammed aileron circuit can
operate. The pilot’s handwheel can operate the left aileron or the co-pilot’s
handwheel can operate the right aileron.
The FLT CONT annunciator will illuminate amber together with the master caution
light.
Forward Cable Quadrant

The control cable from the control wheel cable drum terminates at the forward cable
quadrant. The aileron fuselage cable run commences at the forward aileron
quadrant on the end of the interconnecting shaft.

Rear Cable Quadrant and Spring Feel Mechanism

The rear quadrants are double grooved cable drums. The quadrant sub-assemblies
include:
 A lever which receives inputs from the trim mechanism
 An artificial feel unit consisting of a spring loaded roller held into a centring
detent in a cam profile fixed to the quadrant. This mechanism also centres
the aileron controls
The right hand quadrant has a third groove for the cable from the autopilot servo.
Aileron Trim Mechanism

The aileron trim electric actuator is attached to the aircraft structure. The actuator
ram is attached to the roller arm segment of both artificial feel units by a system of
levers and push rods.
Cable Tension Regulator

Aircraft structure and control cables are made of different materials and expand and
contract by different amounts when the temperature changes. Cable tension
regulators maintain the correct cable tension under these conditions.
Aileron Power Control Unit (PCU)

The hydraulic actuation of the ailerons is by identical aileron PCUs. Each PCU
consists of two identical parallel working balanced actuators. The actuators are
attached to a common mounting plate. Their operation is similar to that described
earlier.
Aileron Position Indicator and Transmitter

An aileron position transmitter is located on the rear spar of the wing and is linked to
the aileron. The position indicator provides visual indication of the aileron angular
movement. It is located on the Flight Deck instrument panel.
Aileron Flutter Damper

Each aileron is equipped with a flutter damper. It is a simple hydraulic double acting
linear shock absorber mounted just outboard of the aileron PCUs. It is attached to
the rear spar of the wing and connected to the aileron front spar by an idler lever and
a breakaway link.
The purpose of the damper is to prevent aileron flutter should both PCUs fail. The
breakaway link provides jam protection in case the damper seizes up.

EXAMPLE OF AN AILERON CONTROL

OPERATION OF THE AILERON SYSTEM

Rotation of the aileron control wheel rotates a quadrant mounted in the top of the
control column. The control circuit is then routed down and out of the control
column. The circuit ends at the forward aileron quadrant on the end of the
interconnecting shaft. The aileron cable run then goes from the forward aileron
quadrant to the aft aileron quadrant. The aileron cables are routed along each side
of the fuselage. Any damage to the fuselage is unlikely to affect both aileron cable
runs.
The aft aileron quadrant provides:
 Aileron control centring
 Artificial feel
 Trim input
 Autopilot input
The artificial feel unit forms part of the aft quadrant. It consists of a spring loaded
roller which is held in a centring detent in the centre of a cam profile. When a control
input is made, the spring loaded roller moves out of the centring detent and rides up
the cam profile. This stretches the spring and provides ‘feel’ to the pilots. When the
control wheel input is relaxed, the spring forces the roller to the centring detent,
centring the controls.
From the aft quadrant the cable run is connected to the aileron quadrant and tension
regulator which operates the PCU input linkage.
Aileron trim
The aileron trim system consists of two switches (arm and control) located on the
centre console and a trim actuator attached to the aircraft structure. The trim
actuator is arranged to rotate the artificial feel unit and aft quadrant.
When the trim switches are operated the actuator displaces the roller arm and roller.
The detent keeps the roller centred in the cam profile. This rotates the control wheel,
inputs the PCAs and moves the ailerons to trim the aircraft laterally.

ARTIFICIAL FEEL AND ELECTRIC TRIM ACTUATOR
AILERON TRIM SYSTEM AND AUTOPILOT INPUT

SECTION 8 : AILERON LOCKOUT

One of the problems encountered at transonic speeds is aileron reversal due to
distortion of the wing tip structure. If an aileron is lowered It produces a large
amount of camber at the rear of the wing section. This causes the resultant lift force
to move rearwards, tending to twist the section nose down. If the structure is
insufficiently stiff in torsion, the decrease in angle of attack can cause a loss of lift.
This causes the wing to move down instead of rising. Similarly, if the aileron is
raised, it tends to increase the angle of attack and cause the wing to move up
instead of going down.
Rolling control of such aircraft is maintained by using both inboard and outboard
ailerons and spoilers. At high speeds it is necessary to lock the outboard ailerons in
neutral. This is known as AILERON LOCKOUT.
 The inboard ailerons are known as ALL SPEED AILERONS
 The outboard ailerons are known as LOW SPEED AILERONS

WING FLEXING ABOUT THE TORSIONAL AXIS

LOCKOUT MECHANISM
On aircraft using the system, an aileron lockout mechanism is located in each wing
to isolate the outboard ailerons from the lateral control system during high speed
flight. The mechanism consists of a housing, aileron cable quadrant, a series of
levers and links and an output crank.
This mechanism, depending on its position will either transmit or prevent the
transmission of motion from the cockpit control wheel to the outboard aileron PFCUs.
The lockout mechanism is controlled by an electric actuator installed on the housing
of the mechanism. The actuator may be repositioned by a limit switch on the flap
operating mechanism. When the flaps leave the full up position the electric actuator
retracts and repositions the lockout mechanism to separate the pivot points shown in
the illustration. With these pivot points separate, the mechanism transmits inputs to
the outboard aileron PFCUs when the control wheel is operated.
Alternatively the electric actuator may be controlled by an airspeed switch. When
the aircraft's speed drops to a predetermined value, the airspeed switch closes and
retracts the lockout actuator to separate the pivot points. This allows the lockout
mechanism to transmit inputs to the outboard aileron PFCUs.
Lockout Actuator
The aileron lockout actuator provides an input to the aileron lockout mechanism.
The actuator consists of a 28 volt DC reversible motor controlled by limit switches
within the actuator and an actuator shaft.
Electrical power to the actuator is provided via a circuit breaker and a limit switch
operated by the flap mechanism or by an airspeed switch.

SIMPLIFIED AILERON LOCKOUT CIRCUIT
Actuator retracts to allow outboard ailerons to operate at 220k. Actuator extends

above 220k to lock ailerons in neutral.

TYPICAL OUTBOARD AILERON LOCKOUT

AILERON LOCKOUT MECHANICAL OPERATION

SECTION 9 : SPOILER SPEEDBRAKE PANEL OPERATING

SYSTEMS
Spoilers, also known as speedbrakes, are located on the upper surface of each
wing. Spoilers are flat panels hinged at the forward edge. When the spoilers are
deployed, they rise up, reduce lift and increase drag. The control of these panels
can be either manual/hydraulic or electric/hydraulic.
SPOILER SPEEDBRAKE PANELS
SPOILER CONTROL
Spoilers are used to assist the ailerons in providing roll control through differential
deployment in response to movement of the aileron control wheel to the left or right
as required. Spoiler control is used to assist large aileron control wheel commands.
Spoiler panels are raised to assist the upgoing aileron.
When the aileron control wheel is in the spoiler range, the spoiler panels on the
appropriate wing start to extend. The further the wheel is turned, the greater the
spoiler deployment up to the spoiler limit.
Movement of the control wheel operates position transducers in the form of rotary
variable differential transducers (RVDTs) via mechanical gear drives. The RVDTs
produce command voltage signals proportional to control wheel position. These
signals are fed into the spoiler control module for processing and channel selection.
Note that spoiler operation does not commence until the control wheel reaches a
predetermined angle eg. 10 - 14. This allows lateral trimming. Aileron control
alone is sufficient for rolling control at high speed.

The spoiler control computer output signals are then supplied to a servo valve which
forms part of a hydraulic power control actuator. The servo valve sends high
pressure hydraulic fluid to the appropriate side of the actuator piston which then
raises or lowers the spoiler panel connected to the actuator piston rod. The actuator
is mounted so that it pivots to allow for angular movement of the spoiler panel.
TYPICAL ARRANGEMENT OF AILERONS SPOILER AND SPEEDBRAKES

EXAMPLE OF AILERON AND SPOILER OPERATION

OPERATION OF SPOILER (ROLL ONLY INPUT)
SIMULTANEOUS ROLL AND SPEED BRAKE COMMANDS

CONTROL WHEEL SPOILER RANGE AND RVDT DRIVE
As the actuator piston rod moves, it also actuates a position transducer of the linear
variable differential transducer (LVDT) type. The LVDT produces a voltage feedback
signal proportional to the spoiler panel position. When the feedback signal equals
the command signal, a 'null' condition is reached and spoiler panel movement stops.
The input voltage may now be increased (due to larger control movement) or
reduced (when the control returns towards neutral). Again, voltages of the input and
output are not equal, so the spoiler panel moves again until the voltages are of equal
magnitude. When the input is in the neutral position, the generated voltage will be
zero so no signal will be sent to the computer.

SPEEDBRAKE CONTROL
A speedbrake lever is provided for operation of the spoilers as speedbrakes either in
the air or on the ground. The lever operates an LVDT type transducer which
produces a command voltage signal for processing by the spoiler control computer.
The output signal operates the spoiler actuator and the spoiler panels are deployed
to their maximum angle, airborne mode or ground mode.
Placing the speedbrake control lever in the FLIGHT position raises the flight spoilers
to predetermined positions. A solenoid operated device stops the speed brake
control lever at the FLIGHT position when the aircraft is in the air.
Before landing, the pilot lifts the speedbrake lever from the down position detent and
places it in the armed detent position for auto speedbrake operation. On touchdown
an electric actuator moves the speedbrake lever to the fully up position and the flight
and ground spoiler panels will be raised provided certain conditions are met. For
example:
 Both main landing gears on the ground and bogies not tilted (through
air/ground sensing system).
 The thrust levers at idle.
 Wheels rotating eg. 60 kts (from brake anti-skid wheel speed sensors. This
provides a time delay and ensures the aircraft is on the ground).
 No faults in the speedbrake system.
The pilot can override the auto selection via the clutch and select the speedbrakes
DOWN.
Speedbrakes will automatically retract -
 if a go around is initiated
 if electrical power is lost for any reason
The speedbrakes will automatically extend in the case of a rejected take-off when -
 the engine throttles are idled
 wheel speed exceeds, for example, 60 kts
 reverse thrust is selected.
Not all the spoilers are used in flight. Certain spoilers, known as ground spoilers,
operate only on landing.
When both spoiler and speedbrake systems are operating, the input from one
system will modify the position of the surfaces as determined by the other system.
For example, if the speedbrakes are raised and the aircraft is rolled, the spoiler
panels on the upgoing wing will lower.
Spoiler position is further modified by aerodynamic loads on the spoiler surfaces.
When these airloads cause the hydraulic pressure in the spoiler actuators to reach a
predetermined value, the hydraulic pressure is relieved. This prevents further spoiler
travel or permits spoiler blowdown.

SPEEDBRAKE SELECTOR LEVER
OPERATION
Spoiler and speedbrake systems which are electronically controlled by a fly-by-wire
system have no manual reversion. In the system described, the spoiler power
control actuators are signalled electrically. In some aircraft, cable systems link the
speedbrake lever in the cockpit and the spoiler power control actuators and can be
selected manually if necessary. Spoilers are usually powered by the aircraft's
multiple supply hydraulic systems.
Lateral control and speedbrake signals are mixed in the spoiler control computer to
provide the proper amount of movement of the spoiler panels.
Movement of the control wheel or speedbrake lever operates a transducer whose
output voltage is directly proportional to the amount of movement of the control
wheel or lever. These voltages are fed into a spoiler control computer which has
certain aircraft parameters fed into it:
 Air Ground Sensing or Truck Tilt - For operation of the spoilers in the air or
on the ground; gives different degrees of deflection for the same operating
lever movement. For example, in the air mode the spoiler panel maximum
extension is considerably less than the maximum extension available when in
ground mode.
 Thrust Lever Position - Retracts spoilers if the throttles are advanced on the
ground. Deploys spoilers on landing if the throttles are retarded.
 Speedbrake Lever Position - For symmetrical operation of spoilers and
arming system prior to landing.

 Airspeed Sensing - May be used to lock out certain spoilers at high speed to
prevent over control. Supplied by ADC.
 Flap Position - May be used to modify roll spoiler deflection with differing flap
deployment.
 System Faults - System faults which affect operation of the spoilers are
indicated by amber lights on a warning panel. Pilot can select speedbrakes
manually.
SPOILER/SPEEDBRAKE CONTROL

SPOILER/SPEEDBRAKE CLOSED LOOP CIRCUIT

SYSTEM INDICATIONS
Amber 'SPOILERS' or AUTOSPDBRK lights will illuminate, should these systems
fail. The pilot can operate the speedbrake lever manually.
Failures will also be indicated on the EICAS CRT.
SPOILER POWER CONTROL ACTUATOR (PCA)

The actuator is locked in the retracted position by locking fingers. These are
mechanically locked by a spring pressure acting on the lock piston which forces the
fingers outwards against the locking lips in the actuator body. When extend
pressure is applied, the pressure pushes the lock piston against the spring causing
the fingers to retract inwards. The piston is now free to extend and raise the spoiler.
Spoiler actuators are locked in the retracted position to prevent spoiler float when a
hydraulic system becomes depressurised during flight. If the actuators were not
locked, the reduction in pressure over the top of the wing would raise the spoiler
panel into the airflow.
The PCA controls spoiler position through the full range of travel from full down to full
up, plus any intermediate position.
The speedbrakes have marked positions:
 down and locked
 armed
 flight detent
 full up
Speedbrakes may be manually positioned by means of the speedbrake lever in any
desired intermediate position.
The PCA electro hydraulic servo valve (EHSV) is used to convert the small electrical
voltages to mechanical power. It uses the swivelling jet pipe method as illustrated.
The slide valve has hydraulic pressure ported to one side or the other by the
swivelling jet pipe. Slide valve movement directs hydraulic pressure to the
appropriate end of the cylinder to extend or retract the ram. A feedback spring
moved by the slide valve is provided to give the jet pipe better response. When the
ram moves it moves a transducer (LVDT). This provides a feedback of actual ram
position and thus the control surface position back to the computer to complete the
servo loop.

MAINTENANCE
If the spoiler panels are raised hydraulically and work is to be done in the area of the
spoilers, the following must be observed:
 ground safety locks with streamers must be installed on the applicable spoiler
actuator piston rods
 the hydraulic systems de-pressurised
 the electrical connectors must be disconnected prior to working in the area
 documentation must be raised to cover the fitting and removal of spoiler
actuator locks, or disconnection and reconnection of the spoiler actuators.
 There is usually provision for raising the spoilers manually, but again ground
safety locks must be fitted.
EXAMPLE OF A SPOILER ACTUATOR

DOWN (detent) – All flight

and ground spoiler panels in
retracted position
ARMED – Automatic
speedbrake system armed
-Upon touchdown, the

speedbrake handle moves to
the UP position, and all flight
and ground spoilers extend
FLIGHT DETENT – All flight

spoilers are extended to their
maximum position for inflight
use
UP – All flight and ground

spoilers are extended to their
maximum position for ground
use
SPOILER PANEL POSITIONS

SPOILERS AND SPEEDBRAKES FLIGHT COMPARTMENT CONTROLS AND INDICATIONS

ELECTRO HYDRAULIC SERVO VALVE OPERATION SPOILER ACTUATOR RETRACTED
TAIL UNIT SPEEDBRAKES

A large transport aircraft may be fitted with spoilers on the top surface of the wing
and separate speedbrakes or airbrakes which form part of the tail section. The air
brake consists of two petal type panels hinged at their forward edges. These extend
either side of the fuselage centre line. When these panels are closed they form the
aircraft tail cone.
The tail mounted air brake panels are extended and retracted by hydraulic actuators.
They are controlled by using an airbrake selector lever which is typically mounted on
the centre console. The selector lever is operated in a quadrant which allows only
the airbrake to be selected in flight over 4/5 of the lever range while the lift dump
spoilers remain retracted. Movement of the selector lever beyond this point causes
the lift dump spoilers to operate in conjunction with the airbrakes when the ground
conditions previously described exist. The lift dump spoilers reduce wing lift and
increase aerodynamic drag.

TAIL UNIT AIRBRAKES
AIRBRAKE SELECTOR LEVER

NOTES:

SECTION 10 : POWER OPERATED RUDDER CONTROL SYSTEM

This system is similar to the manually operated system except that the pilot's inputs
go to PFCUs which operate the rudder. In addition, trim, feel and travel limiting are
incorporated.
In the rudder system illustrated, inputs at the pilot's or co-pilot's rudder pedals are
transmitted by a single cable loop to a quadrant located in the rear fuselage. At the
quadrant, the motion is transmitted by a pushrod to the rudder control bellcrank and
from there by a pushrod to the rudder servo and the rudder feel trim spring cartridge
or bungee. The rudder servo supplies pressure from multiple hydraulic systems, A,
B and C to two dual tandem actuators.
Autopilot and/or yaw damper inputs from the AFCS (Avionic Flight Control System)
are supplied to two servo-mounted electro-hydraulic control valves. These operate
the rudder in autopilot and yaw damper modes.
Rudder trim inputs at the trim wheel are transmitted by a cable loop to the rudder
trim actuator. Movement of the trim actuator changes the neutral position of the
rudder/feel trim spring and thus transmits movement to the servo on the electro-
hydraulic control valve. This in turn causes the tandem actuators to move the
rudder.
RUDDER LIMITER
It is usual to decrease available rudder travel with increasing airspeed. This may be
done by:
Automatically reducing the hydraulic pressure being supplied to the rudder actuators
as the speed of the aircraft increases
Using a ratio changer which reduces rudder travel in relation to rudder pedal travel
with increase in forward speed.
Using a Q-pot limiter. The principle is shown in the illustration. A stepped cone is
attached to a Q-pot which is supplied with pitot and static pressure in the usual way.
The stepped cone restricts movement of the claw shaped stop which forms part of
the rudder operating system. With increasing speed the stepped stop is moved into
the claw stop restricting rudder movement. When the aircraft reduces speed, a
return spring withdraws the stepped stop from the claw and allows increased rudder
travel. The rudder trim system is coupled to the Q-pot limiter so that equal rudder
travel is always available about the trimmed position, ie. the Q-pot stop is always
repositioned to be central over the stops.
A rudder system may have a duplicated cable run to provide severance protection.
In the example shown a tandem rudder is used. The forward rudder is operated by
the control system while the aft rudder is linked to the forward and moves as a
function of the forward rudder deflection left or right. This rudder system also has
provision for manual reversion.

AN EXAMPLE OF A RUDDER SYSTEM HAVING A DUPLICATED CONTROL RUN, A TANDEM RUDDER AND MANUAL
REVERSION

YAW DAMPING
All aircraft, especially those having swept wings are subject to a rolling yawing
oscillation known as 'Dutch Roll'. The tendency for this Dutch Roll to be damped out
varies with different aircraft. A sudden gust or a short unco-ordinated rudder
movement produces a yawing motion and this in turn initiates the Dutch Roll
oscillation. The fin and rudder (when in neutral) tend to offset the yawing motion and
stability is regained in the form of a damped oscillation. The Dutch Rolling tendency
may be comparatively slight and may not require corrective action either manually or
automatically.
For some aircraft natural damping of the Dutch Roll tendency is more effective at
high speeds than at low speeds. In some cases the rudder is used to assist the fin in
its stabilizing function. This is referred to as yaw damping.
The yaw damping system is designed so that it can be operated independently of the
AFCS, so that in the event that the aircraft must be flown manually, Dutch Rolling
tendencies can still be counteracted. The system may be 'switched in' either by
selecting a 'damper' position of the main engage switch on the AFCS control panel
or by selecting a separately located yaw damper switch.
Aircraft having separate upper and lower rudder sections have a separate yaw
damper for each rudder.
A yaw damper system in block diagram form is illustrated. The principle component
of a system is the yaw damper coupler which contains a rate gyroscope powered
directly from the aircraft's 115v AC supply. It also contains processing circuits and
provides servo signal amplification. Servo amplifier output is supplied to the transfer
valve of the rudder PFCU. This transfer valve in turn directs fluid to a yaw damper
actuator. Movement of the actuator piston is transmitted to a control valve in the
main actuator which then, via its piston rod, moves the rudder in the required
direction. The yaw damper actuator piston also positions the core of an LVDT to
produce a position feedback signal. This cancels the rate gyro input when the
actuator piston rod has moved the required amount. The feedback signal may also
be supplied to a position indicator, the display element of which moves left or right
according to the direction of control applied by the yaw damper actuator.
When the yaw damper is switched on, DC power is applied to an engage relay in the
accessory box. On being energised, the relay completes a circuit to a solenoid in the
rudder PFCU allowing hydraulic fluid to flow to the transfer valve. This is indicated
by extinguishing of the fail light.
A two position test switch is provided to simulate the effects of oscillations. When
the test switch is operated, torques are applied to the rate gyro causing it to apply left
or right rudder as appropriate. Movements of the position indicator display element
allow this to be monitored.
The yaw dampers move the rudder approximately 3 either side of the neutral
position.

A yaw damper actuator which operates the rudder only is called a series actuator. If
the actuator moves the rudder pedals and the rudder it is called a parallel actuator.
BLOCK DIAGRAM OF YAW DAMPER SYSTEM
TYPICAL YAW DAMPER CONTROLS AND INDICATORS

TYPICAL POWERED RUDDER CONTROL SYSTEM
NOTE: Letters adjacent to servo and actuators indicate hydraulic power supply
source.
TYPICAL RUDDER TRIM CONTROL AND INDICATOR

PRINCIPLE OF RUDDER Q-POT TRAVEL LIMITER, TRIM INPUT NOT SHOWN

A RUDDER TRIM ELECTRICAL SYSTEM

In the system illustrated, the rudder trim actuator motor is powered by 115 volts AC.
The rudder trim indicating system is powered by 28 Volts DC.
When the rudder trim switch is operated it actuates a pair of contacts. Control power
is applied through the upper set of contacts and the appropriate set of limit switches
to the motor and brake. Earthing is through the lower contacts. The electromagnetic
brake prevents actuator overrun. Internal mechanical stops prevent overtravel in
case of limit switch malfunction. Trim commands from the trim switch cause the
actuator to extend or retract which rotates the feel and centring mechanism. This
drives the power unit input rods to position the rudder to a new neutral if hydraulic
power is available. The rudder pedals are positioned to a new neutral position
corresponding to rudder position.
The rudder trim indicator is driven electrically by a transmitter in the trim actuator.
The indicator is graduated in units of trim left or right to display the maximum left and
right rudder movement by the trim system.
The indication is by a pointer on a black tape that rolls left or right to indicate the
units of trim. If the power supply to the indicator is lost, the tape rolls the pointer off
the scale to the right. An amber OFF light appears at the left of the indicator.

EXAMPLE OF RUDDER TRIM

POWERED FLYING CONTROLS - SAFETY PRECAUTIONS

Always follow the procedures given in the Aircraft Maintenance Manual
Powered flying control systems can be dangerous. Before moving any cockpit
control, ensure that the area around the control surface is clear of personnel and
equipment.
On completion of work, ensure that the hydraulic accumulators are de-pressurised,
otherwise the control surface will still be powered.
Do not move the trim wheels or trim switches when hydraulic power is released.
When power is re-applied the control surface will move rapidly to the commanded
position.

NOTES:

CHAPTER 4 : FLY-BY-WIRE CONTROL SYSTEMS

SECTION 1 : INTRODUCTION
In a fly-by-wire control system, the pilot's stick is connected to transducers which
convert stick movements into electrical signals. These signals are transmitted along
electrical cable looms via computers to servo valves on the hydraulic power control
units. These, in turn, move the flying control surfaces. The computers ensure that
the flight manoeuvre envelope limits are not exceeded.
A fly-by-wire control system has a number of advantages.
WEIGHT SAVING
The elimination of conventional push pull tubes, cables and pulleys, cable tension
regulators, feel units etc., saves a considerable amount of weight. This takes into
account the weight of the computers and looms which replace them.
REDUCED MAINTENANCE TIMES

Conventional control systems require time consuming in situ adjustments to the
mechanical control runs. A number of test flights may be required to correct some
conventional control system problem. Time can be saved through the greater use of
line replacement units (LRUs) possible with FBW control systems and digital flight
control systems.
GUST LOAD ALLEVIATION

FBW may be used to control ailerons and spoilers to alleviate the effects of wind
gusts. If an up gust causes one wing to bend upwards, fast acting computers and
accelerometers can oppose this movement by applying up aileron or spoiler on that
wing or if necessary, on both wings. This reduces the aerodynamic lift and opposes
the effect of the gust. This gives the passengers a smoother ride and reduces
fatigue applied to the structure.
AUTOMATIC MANOEUVRE ENVELOPE PROTECTION

With most transport aircraft it is quite possible for the pilot to start a manoeuvre
which would be outside the flight manoeuvre limits these aircraft require during
normal flight. With a FBW aircraft however, the pilot, in moving the controls,
demands appropriate control surface deflections from computers. These are
programmed such that the command signals generated and distributed, limit the
response of the controls and thereby ensure that the flight manoeuvre envelope
limits of bank, pitch, yaw, speed, angle of attack and 'g' forces are not exceeded.

IMPROVED HANDLING
Fly-by-wire control systems improve the handling of the aircraft in that the aircraft
responds to control inputs exactly as the pilot wants.
For example:
During a turn the FBW system applies sufficient up elevator to keep the aircraft level
in the turn. In addition the angle of roll tends not to increase.
Dutch roll dampening is applied.
The correct amount of rudder is applied during a turn ie. turn co-ordination.
Automatic compensation is applied following an engine failure.
FUEL SAVING
By flying the aircraft with the C of G aft of the normal limit, the tailplane is not
required to provide a down load as is usually the case. Less wing lift is now required
with a subsequent reduction in drag. The smaller tailplane results in reduced weight
and drag. This all results in significant fuel savings. However an aft C of G results in
instability and only by using FBW control systems can the aircraft fly safely.
Currently on FBW aircraft the fuel system controls the aircraft's C of G to within 2%
of the mean aerodynamic chord (MAC) forward of the certified aft limit. This is done
by means of fuel transfers to and from a Trim tank in the horizontal stabiliser.
THE CONCEPT OF FLY-BY-WIRE

A FBW control system could simply consist of a computer link between the pilot's
controls and the control surfaces. Movement of the pilot's controls would provide
corresponding proportionate movement of the control surfaces. However to provide
improved handling and to allow the aircraft to fly with relaxed stability, the computer
must be made to do more. The pilot could, for example, be able to demand changes
in the pitch rate of the flight path of the aircraft rather than demand simple control
surface movements. This FBW system is often called an 'Active control' system
because the control system itself is more than a passive conveyor of instructions.
To be effective, active control systems must use fast acting computers and control
surface actuators to minimise the destabilising effects of control delays.
The general layout of the components of an active control system (the number of
computers, their functions, the manner of cross comparing of input and output
signals) is called its architecture.
The manner in which the computers create control surface movement and thus
aircraft movement is called the control laws.
In all aircraft systems, allowance must be made for partial or total failure of parts of
the system and provision must be made for alternate operation.

SECTION 2 : EXAMPLE OF A FLY-BY-WIRE-SYSTEM

The flight control surfaces of an aircraft incorporating FBW are shown in the
illustration as an example.
Two types of electrical flight control computer are installed. The elevator and aileron
computer (ELAC) and the spoiler and elevator computer (SEC).
The primary functions of the two computers are to control the aileron, elevator and
the trimmable horizontal stabiliser (THS) and to provide spoiler control and alternate
control of elevators and the THS. Two computers of the ELAC type are installed.
Each of these achieves control and monitoring of one actuator on each aileron and
elevator. The ELAC computers also control and monitor the three electric motors
which control the THS actuator in the normal operating mode.
Three computers of the SEC type provide control and monitoring of the spoiler
actuators. In addition the SECs provide alternate control for the elevators and the
electric control motors of the THS actuator.
HYDRAULIC SYSTEM
Hydraulic power to the flight control system is provided by three independent
hydraulic systems. These have sufficient redundancy that if up to two of the systems
should fail then the third is capable of supplying power to allow the aircraft to be
controlled within an acceptable range of the flight envelope and to allow the aircraft
to land safely. These are colour coded blue, green and yellow and operate
simultaneously.
The Blue system is pressurised by an electric pump.
The Green System is pressurised by an EDP on the left engine
The Yellow system is pressurised by an EDP on the right engine.
Hydraulic system back-up is provided in case of failures
ELECTRICAL SYSTEM
The ELAC 1 and the SEC 1 are each supplied from the dc essential busbar
The THS control electric motor 2 is also supplied from the dc essential busbar.
The number 1 battery will automatically take over when the busbar voltage drops
below battery output voltage
The remaining ELACs. SECs and THS control electric motors are supplied from the
normal dc busbar.
If the normal busbar voltage is lost, battery No 2 supplies these services.
Digital systems use only dc so they can operate from batteries if required.

PITCH CONTROL SYSTEM

Pitch control is provided by the trimmable horizontal stabiliser (THS) and two
elevators hinged to the stabiliser. The elevators are controlled manually from the
side stick controllers. Each elevator is operated by two independently supplied
electrically signalled hydraulic actuators. One actuator is in active mode while the
other one is in the damping mode. Should an actuator fail the functions reverse. If a
situation occurred that put a sufficiently high load on the PCA to cause it to stall the
second PCU would become active. In the event of total loss of electrical power the
actuators automatically go to a centring mode and will hold the control surface in the
neutral position. Actuator position feedback and monitoring is provided by
transducers usually incorporated in the actuator.
Autopilot inputs are sent into the system via the electrical flight control computers.
Pitch trim is provided by adjustment of the THS and takes place automatically in the
normal operating mode. The THS can be controlled manually using a handwheel on
the centre console in the cockpit. This can be used in the event of total failure of the
electrical flight control system.

FLY-BY-WIRE PITCH CONTROL ELEVATOR SYSTEM

LOCATION OF ELEVATOR POWER CONTROL UNITS
The THS is operated by a failsafe ball screwjack driven by two independently

supplied hydraulic motors and coupled by a dual load path differential gear.
Electrical and automatic trim signals are processed by the ELAC computers and
control three electric motors only one of which is active at any time. The electric
motors operate the spool valves which control the flow of fluid to the hydraulic
motors. The single mechanical trim wheel cable run is connected to an override
mechanism which operates the same spool valves. The pilot can override the
electric motor trim control via the mechanical control system by applying sufficient
force to the trim control wheel. The override mechanism will revert to the electric
motor control when the mechanical control is released. Adjacent to the trim wheel is
an indicator to show the position of the trimmable horizontal stabiliser.
The sidestick controllers are used for pitch and roll manual control. They are
installed on the captain's and first officer's forward lateral consoles just forward of
armrests on each seat. The sidestick controllers are coupled electrically. Each
sidestick is mounted on a gimbal and mechanical linkages connect it to duplicated
pitch and roll artificial feel units and position sensing transducers.
When one pilot wishes to take control of the aircraft, the autopilot instinctive
disconnect button is used to signal the priority system. A visual indicator shows
which sidestick has priority. When the autopilot is in operation the sidesticks remain
in the neutral position.

THS ACTUATOR OPERATION
SIDESTICK CONTROLLER

It can be seen from the pitch control diagram that the ELACs control the aircraft in
pitch in the normal control law. They do this by sending commands to the left and
right hand elevators and also by sending longer term trim commands to the control
motors of the trimmable horizontal stabiliser (THS).
Should the ELACs be unserviceable or unavailable due to failures in their supplies,
SECs Nos 1 & 2 will take over their role and provide pitching control, the alternate
control law. In alternate control the aircraft will handle almost exactly as in the
normal control but many of the envelope protection features are unavailable. These
include high angle of attack protection and pitch attitude protection which form a part
of the normal control laws.
If, for example, all three inertial reference systems are lost, then the pitch direct law
is automatically selected. Now, movement of the sidestick in pitch results in direct
movement of the elevator control surfaces, C of G position and flap position
determining the total elevator movement available.
A complete failure of the electronic flight control system in pitch ie. failure of both
ELACs and both SEC 1 and 2, requires the aircraft to be flown in pitch using the
pitch trim wheel. This condition is known as mechanical pitch back up.
The diagram shows the levels of redundancy available in the pitch control system.
PITCH CONTROL REDUNDANCY

AIRBUS A320 FLIGHT CONTROL SURFACES

ROLL CONTROL SYSTEM

In the system described, roll control is provided by one aileron on each wing. The
ailerons are supplemented by four roll spoilers on each wing. Each aileron is
operated by two electrically signalled, hydraulic PCUs supplied by independent
hydraulic systems.
Aileron and spoiler position is based on signals from the sidestick controllers
processed by the ELAC computers. The ELAC computers then send commands to
the SEC computers. Each spoiler surface is powered by one PCU. The PCUs are
controlled by servo valves. Should a spoiler system failure be detected, the spoilers
are retracted.
Two PCUs are installed on each aileron. Normally one PCU operates the aileron
while the other PCU is in damping mode. If the active PCU fails, it reverts to
damping mode while the other one becomes active. PCU position for feedback and
monitoring purposes is provided by a linear variable differential transducer (LV DT)
which is part of the PCU.
Autopilot commands received from the two flight management and guidance
computers (FMGC) are automatically integrated via the electrical flight control
system. Wing gust load alleviation function (LAF) is carried out by the electrical flight
control computers.
FLY-BY-WIRE ROLL CONTROL AILERON SYSTEM


LOCATION OF AILERON POWER CONTROL UNITS

YAW CONTROL SYSTEM

In the system described, yaw control is provided by a single piece rudder. The
rudder is operated by three independently supplied hydraulic PCUs. The PCUs have
a common mechanical input.
This mechanical input can receive commands from
 rudder pedal input (mechanical control).
 rudder trim actuator (electrical control).
 yaw damper input (electrical control).
The two pairs of rudder pedals are connected together. They are linked by a cable
loop to the mechanical summing unit which in turn is connected to the hydraulic
rudder PCUs via a differential unit. A centring spring holds the PCU input in the
neutral position if a disconnection occurs. Mechanical rudder control is always
available from the rudder pedal. The pedal position signals are sent to the ELACs by
the transducer (XDCR) unit. The rudder pedals are fitted with a spring strut to
provide feel. The zero force position of the spring strut is controlled by two electric
trim actuators, each controlled by its associated FAC. In manual flight the pilot can
apply rudder trim using the RUD TRIM rotary switch. The reset button on the RUD
TRIM panel is used to reset the rudder trim to zero.
When the autopilot is engaged, rudder trim is applied automatically. If an engine
fails then the resulting yaw is corrected automatically. When rudder trim is applied it
causes the rudder pedals to reposition.
In manual flight ie. using the sidestick control, the yaw damping, turn-co-ordination
and rudder trim commands computed by ELACs are transmitted to the Flight
Augmentation Computers (FACs). The yaw damping and turn-co-ordination
commands do not move the rudder pedals (no feedback) The two FACs control the
yaw damper servo controls, the rudder trim and the rudder travel limitation unit. FAC
1 has priority. FAC 2 is in stand-by. As with pitch and roll there is provision for flight
envelope protection to prevent over-stressing of the aircraft structure. Yaw damping
is provided by two electro-hydraulic actuators, one of which is active and the other
being bypassed. The yaw dampers also operate the rudder for turn co-ordination. A
spring rod is provided to centre the rudder actuators if both of them are
depressurised.
Rudder travel limitation is achieved by a variable stop unit driven by two electric
actuators. Each actuator is controlled by its associated FAC. The rudder deflection
is progressively limited as the aircraft speed is increased.
Flight Augmentation Computers.

The two FACs control the yaw damper actuators the rudder trim and rudder travel
limitation unit. FAC 1 has priority, FAC 2 is on standby.
When the autopilot is engaged the Flight Management and Guidance computers
send commands to the FACs for rudder trimming, yaw control and yaw damping.


FLY-BY-WIRE YAW CONTROL RUDDER SYSTEM

RUDDER MECHANICAL CONTROL (1)

RUDDER MECHANICAL CONTROL (2)

SPEEDBRAKE/GROUND SPOILER CONTROL

In the typical system described there are three speedbrakes located on the upper
surface of each wing. The speedbrakes are selected by a lever on the centre
pedestal.
Each speedbrake surface is powered by one PCU controlled by the corresponding
electrical flight control computer which is also used for roll spoiler control.
All the upper wing surfaces are used during landing as ground spoilers. They are
automatically extended after touchdown when certain conditions are met eg. the
speedbrake lever being armed to the deploy position, both engine thrust levers being
at idle and the aircraft on the ground.
SERVO
Hydraulic actuation of each control surface is achieved by electro hydraulic servo
actuators.
Normal Operation with the Servo Control Pressurised

When the servo control is pressurised the pressure line closing valve (2) and the
return line closing valve (3) open. The servo valve (4) is now supplied from the high
pressure system and the return system of the servo valve is connected to the low
pressure system.
Servo Actuator in Active Mode

The solenoid valve (1) is energised and HP fluid places the mode selector valve (5)
in the active mode. The chambers on each side of the actuator piston are now
connected to the servo valve. The LVDT (11) supplies an electrical signal which
identifies the active mode. The feedback transducer LVDT (10) provides the servo
loop feedback when the actuator is moving a control surface.
Servo Actuator in Damping Mode

Now the solenoid valve (1) is de-energised and the mode selector valve (5) is moved
by its spring. This causes the two chambers of the actuator to be interconnected
through the damping orifice (6). The LVDT identifies the damping mode. The check
valve (7) and the fluid reserve (9) maintain the volume of fluid in the actuator
chambers should there be a leak or if the fluid expands or contracts due to
temperature change. Return line pressure is maintained by valve (8); this keeps the
fluid reserve filled.
Operation after an Electrical Failure

In this case the solenoid valve is de-energised and the operation is now the same as
in damping mode.

OPERATION AFTER A HYDRAULIC FAILURE

The closing valves (2) and (3) close and isolate the servo control from the aircraft
hydraulic system. If there is a leak in the aircraft return line, the return line relief
valve holds the volume of fluid in the fluid reserve. The mode selector valve is
moved by its spring and the servo control operates in the damping mode. After the
hydraulic systems are depressurised, the ailerons may droop.
Maintenance
In FBW system many items are classed as Line Replacement units eg. on the servo
control the following may be LRUs:
 Filter.
 Servo valve.
 Solenoid Valve LVDT.
After a servo control is replaced, the feedback transducer requires adjustment when
the control surface is in the neutral position.

FLY-BY-WIRE CONTROL SURFACE SERVOCONTROL

SECTION 3 : ACTIVE LOAD CONTROL

To reduce aero-elastic loads, manoeuvring loads and high lift loads, control surfaces
can be used to provide aerodynamic forces to oppose twisting and bending motions.
It is possible to use control surfaces to oppose the effects of sudden gusts. If an up
gust causes one wing to bend upwards, the movement can be opposed by applying
up aileron or spoilers on that wing in order to reduce the aerodynamic lift. This
active load alleviation technique requires the use of a special form of Automatic
Flight Control System (AFCS) with sensors to detect local accelerations. The
benefits of using the system include:
 Reduction of structural loads.
 Improvement of fatigue strength.
 Improvement in ride comfort.
Active load control may also be used to reduce structural loads during manoeuvres.
One method of manoeuvre load control is to use inboard flaps to increase the load
on the inboard portion of the wing when performing manoeuvres that require a high
lift. By concentrating the lift inboard, the bending stresses at the wing root are
reduced.
TYPICAL ACTIVE LOAD CONTROL SYSTEM (ACS)

In a typical system fitted to a large transport aircraft each outboard aileron is
simultaneously controlled symmetrically to compensate for:
 Aero-elastic Loads - ie. to damp out wing vibration when gusts are
encountered.
 Manoeuvring Loads - Used to reduce the wing bending loads during
manoeuvres.
 High Lift Loads - To reduce the wing bending loads under conditions of high
lift. For example, the ailerons are raised a few degrees when the flaps are not
fully up and the speed less than a specified value.

To reduce drag, the active load control system lowers the ailerons a small amount
eg. 2 when the flaps are retracted and the speed in excess of a predetermined
value.
The active control system includes - ACS computers, accelerometers mounted at
each wing tip and close to the aircraft's Centre of Gravity, hydraulic system pressure
switches, flap position sensors, airspeed sensors and a power supply.
An Active Control System may be incorporated into an aircraft using conventional
power operated flying controls. In this case the ACS computer sends commands to
an electrically operated servo valve incorporated in the PFCU. An Active Control
System may also be incorporated into a Fly-By-Wire system, ACS commands being
sent to the servo valve on the control PFCU.
ACTIVE LOAD CONTROL SYSTEM

CHAPTER 5 : CONTROL SYSTEM MAINTENANCE

SECTION 1 : CONTROL SURFACE MASS BALANCE
The primary control surfaces are mass balanced to prevent flutter. Flutter is a rapid
oscillation of the control surface about its hinge line. Trim tabs are rarely mass
balanced, depending instead on their low mass to avoid flutter.
It is very important that backlash in a tab operating system be kept to a minimum in
order to reduce the possibility of control surface flutter. In the absence of any data
from the aircraft manufacturer, the free play at the trailing edge of the tab should not
exceed 2.5% of the average chord of the tab.
Should it be necessary to repair or repaint a control surface, at any time, it is
essential that the mass balance is checked in accordance with the aircraft
maintenance manual, and adjusted if necessary. Lead, depleted uranium and
tungsten are often used to make mass balance weights.
TYPICAL CONTROL SURFACE MASS BALANCING PROCEDURE

There are a number of methods used to mass balance control surfaces. The aircraft
structural repair manual will describe the procedure for mass balancing. It also gives
the extent to which repairs and repainting may be carried out without mass balance
testing being necessary.
The moment of any repair or overpainting of the existing finish, which is within the
allowance permissible, must be carefully recorded. This is so that it can be taken into
account in the event of further repairs or overpainting.
As an example, the mass balancing of an aircraft elevator is described.
 L = Distance from hinge line to centre of repair in inches.
 W = Weight of additional material in lb.
 Moment of repair = W x L lb in.
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
repair allowance has been exceeded, the control surface must be removed from the
aircraft and rebalanced. After this, the original repair allowance is again permissible.

MASS BALANCING PROCEDURE

The aircraft structural repair manual will give the maximum moment of repairs which
can be carried out aft of the hinge line, before rebalancing becomes necessary.
After this limit has been reached, the control surface must be rebalanced as follows:
The elevator must be removed from the aircraft and supported with the hinge line
horizontal, pivoted at the outer hinges and able to move freely.
Ensure that the elevator is painted to the final finish standard and is complete, ie.
tabs and tab operating rods and all inspection covers etc. fitted.
With the chord line horizontal, the elevator must be trailing edge heavy.
Attach a spring balance to the control surface trailing edge at a specified distance
from the hinge line, eg. 22 inches. With the chord line horizontal, the reading on the
spring balance must not exceed a specified amount eg. 10 oz.
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 specific 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. A control surface
which has been stripped down to the bare metal from an overpainted condition must
be rebalanced after repainting.

MASS BALANCING PROCEDURE

NOTES:

SECTION 2 : CONTROL SYSTEM INSPECTIONS

The aircraft maintenance schedule will specify the inspections required at the
appropriate intervals. In general terms the inspections required on the flying control
system are as follows:
CABLES Wear, broken wires, corrosion, cleanliness

bird caging, security of end fittings protective
treatment, life.
TURNBUCKLES Safety, correct locking
PULLEYS Alignment, freedom of rotation, cleanliness,
flat spots, cable pattern in base of groove,
security of attachment, clearance with pulley
guard. Metal pulleys for freedom from
roughness and sharp edges..
FAIRLEADS Alignment, wear and security of attachment
CONTROLS RODS & TUBES Corrosion, cracks in vicinity of end fitting
attachment fasteners, seized or worn
bearings, bow, security and locking of end
fittings. Abutment flange of the rod end
housing assembled next to anchored end of
attachment pin.
TORQUE TUBES Corrosion, loose or worn universal joints,
proper alignment of universal joints. Wear in
region of bearings. Security of lever
attachments
PRIMARY & SECONDARY STOPS Security of attachment, correct locking and
adjustment clearances
FORK ENDS & EYE ENDS Security of attachment, wear of clevis bolt
holes, wear of clevis bolts.
CONTROL CHAINS Cleanliness, corrosion, wear, stiff links

twisting, security of end fittings, tension,
lubrication, smoothness of operation.
CHAIN WHEELS OR SPROCKETS Cleanliness, security of attachment, worn or
broken teeth and cracks.
SYSTEM BEARINGS Wear, rough running, not fouling controls,

held securely in housings
GUARDS & COVERS Properly fitted, not fouling controls,
Breakage of seals, security of retaining rings.

PRESSURE SEALS

NOTES:

SECTION 3 : FLYING CONTROL SYSTEM RIGGING

The flying control systems need to be rigged from time to time so that they carry out
their function correctly.
Flying control system rigging is carried out:
 After manufacture.
 When stated in the aircraft maintenance schedule.
 When a component in the system is changed.
 After a reported flying fault from the pilot.
 Sometimes after a heavy landing or flight through turbulent air.
 Rigging procedures vary depending on whether the controls are manually
operated or power operated. It will also vary depending on whether the
controls are operated by a cable system, push-pull rods or fly-by-wire.
 The Aircraft Maintenance Manual (AMM) Chapter 27 (Flight Controls) details
the procedure for rigging the particular control system. It may be necessary to
refer to Chapter 20 (Standard Practices).
The following notes give, in general terms, the procedure for rigging both manually
operated and power-operated flying control systems.
The general procedure is:
 Refer to the AMM.
 Set the control system to neutral.
 Check cable tensions.
 Do a sense of movement check.
 Do a freedom of movement check (static friction check).
 Do a range of movement check.
 Do a loose article check.
 Do a duplicate inspection.

The following paragraphs expand on the main headings given above, and are in
general terms.
REFER TO THE AMM

The aircraft may need to be jacked and levelled, ie. placed in the rigging position.
Usually the temperature of the aircraft must have been stable (within ±3C along the
length of the cable for at least one hour before starting to rig the system.
The flaps may need to be rigged first before rigging the aileron system.
Hydraulic and electrical power is required when power controls are to be rigged. The
AMM lists equipment required. Check the flying control system and associated
systems for completeness and general serviceability.
On large aircraft place warning notices that the control surfaces are being moved.
Make sure that personnel are not working on or close to control systems.
Make sure that appropriate electrical circuits are tripped off and circuit breakers fitted
with warning labels.
Make sure that hydraulic pressure has been released from the hydraulic system
accumulators.
Before disconnecting drive shafts, mark the angular position of the joints to ensure
correct alignment on reconnection
Set the Control System to Neutral

This may mean slackening the control cables and usually requires rigging pins or
rigging fixtures to be placed:
 on the pilot's controls.
 at the control surface end of the system
 at intermediate cable-quadrants or linkages in the system

Make sure that the whole control system is in neutral:

 PFCUs and artificial feel units (if fitted).
 Cockpit indicators (if fitted).
 Trimming systems.
 Tabs and trim tab position indicators.
 Control chains and cables are equally placed around sprockets/cable drums.
 Control surfaces align with the adjacent fixed trailing edge.
NOTE: On some aircraft control surfaces upfloat or downfloat may be

specified.
Check Cable Tensions

When new control cables are fitted, they may first need to be tightened to a higher
than normal cable tension, then operated through their full travel for a given number
of times (eg. 20) and then their tension reduced to the correct value.
Cable tensions may be checked by using a tensiometer and altered by adjusting the
turnbuckles in the system. Alternatively the cable tensions may be adjusted until the
pointer on the cable tension regulator indicates the ambient temperature. When
checking the cable tensions of manually operated controls, it is usual to have control
surface locks in position to support the weight of the control surface.
When rigging is complete, make sure that each rigging pin can be removed and
replaced easily. This shows that cables are correctly adjusted for length and
correctly tensioned.
Inspect all the cables, making sure that they are not fouling anything. Make sure that
all turnbuckles and adjusters are in safety and properly locked.
Remove all rigging pins and fixtures. Recheck cable tensions and control neutral
settings.
NOTE 1: All rigging pins should be kept under strict control so that their
whereabouts is always known. Rigging pins must be serviceable
before use and have attention getting flags or discs attached to them.
The installation and removal of rigging pins should be controlled by the
use of worksheets.
NOTE 2: If the control system is operated by push-pull tubes, their lengths may
need to be adjusted when fitting rigging pins.

Do a Sense Check
Hydraulic and electrical power will be required on a powered system. Usually only
one hydraulic system and PFCU is operated at a time.
The cockpit controls are moved and a check made to make sure that the control
surfaces move in the correct sense. The control surface position indicators in the
cockpit must also move in the correct sense.
On most large aircraft the spoilers move asymmetrically when the ailerons are
moved. Correct sense of movement under autopilot command must also be
checked.
Do a Freedom of Movement or Static Friction Check

In general this requires the control system to be pulled through its full range of
movement using a spring balance attached to the control column and rudder pedals.
The force required to operate the controls should not exceed that given in the Table.
Maximum Weight Maximum Static Force on Control

of Aeroplane kg N (lbf)
(lb)
5700 kg Elevator Aileron Rudder
(12 500 lb) or less 17.79 N 8.89 N 26.68 N
(4 lbf) (2 lbf) (6 lbf)
22 680 kg 44.48 N 35.59 N 44.48 N
(50 000 lb) or more (10 lbf) (8 lbf) (10 lbf)
Linear variation should be assumed between these weights
If manual reversion is provided on a powered system the static friction must be

checked in manual as well as in power.
In power-operated control systems it may be necessary to disconnect the 'feel'
spring struts to make sure that the true friction value can be obtained.
Do a Range of Movement Check

This is generally done by moving the pilot's controls in both directions from the
neutral position and measuring the range of travel using a ruler. If the range of travel
is incorrect then it can be altered by adjusting the control surface stops (primary
stops). The cockpit control stops (secondary stops) are then adjusted to a specified
clearance.
If appropriate check the controls in power and manual.
Make sure that the correct indications are being given on the cockpit indicators.
Lock all the system points where previous adjustments have been made.
Make sure that the trimtabs and other tabs operate correctly, in a similar manner to
the main control surfaces. Make sure that trim tab position indicators function

properly. When screw jacks are used to operate a tab they must not be out of safety
when fully extended.
Make sure that the control locks engage and disengage properly. Make sure that the
associated warning devices are operating correctly.
NOTE: On completion of rigging, carry out a systematic inspection of the whole

system. Starting from the control cabin examine the complete control
run to make sure that it is not fouling the airframe structure and that the
cables and turnbuckles, adjustable eye ends, fork ends and control
limit stops are in safety and properly locked. Make sure that clevis
bolts and nuts are correctly split pinned and that fairleads, pulley
brackets and chain and pulley guards are secure.
Do a Loose Article Check

This should be done after every job has been completed on an aircraft. Inspect the
area to make sure that no tools, spares, locking wire, cleaning cloths etc. have been
left behind. Do a tool check outside the aircraft.
Do a Duplicate Inspection
All the parts of a flying control system are generally classed as VITAL POINTS and if
disturbed will require a duplicate inspection.
A vital point is any point on an aircraft at which a single incorrect assembly could
cause loss of the aircraft and/or fatalities. (See CAP 553 BCAR Section A Chapter
A5-3).
A duplicate inspection of a vital point/control system is an inspection which is first
made and certified by one qualified person and then made and certified by a second
qualified person. (See CAP 553 BCAR Section A Chapter A6 -1)
The flight control system is a system by which the flight path, attitude or propulsive
force of an aircraft is changed. This includes the main control surfaces, lift and drag
devices and trim and feel systems, together with any flight control lock systems and
the associated operating mechanisms and controls. The engine control system
includes the primary engine controls such as throttle controls, propeller controls, fuel
cock controls, oil-cooler controls and the mechanisms used by the crew to operate
them.
The inspection must be carried out systematically to ensure that each and every part
of the system is correctly assembled and is able to operate freely over the specified
range of movement without risk of fouling. Also that it is correctly and adequately
locked, clean and correctly lubricated and is working in the correct sense in relation
to the movement of the control by the crew.

NOTES
 A duplicate inspection may be limited to that part of the system which has
been disturbed.
 A duplicate inspection must be carried out as soon as possible after the first
inspection and before the aircraft flies.
 If the controls system is disturbed during or after the duplicate inspection, then
the part disturbed must have another duplicate set of inspections done.
 All the work done must be recorded together with part numbers and serial
numbers of the components replaced. A CRS must be signed and entered or
attached to the aircraft log book.
 Further information on Control Systems can be found in CAP 562 Leaflet 20-
80.

SELF-ALIGNING BEARING SHOWING ABUTMENT FLANGE
EXAMPLE OF A CONTROL COLUMN RIGGING FIXTURE

EXAMPLE OF FLYING CONTROL RIGGING PINS

SECTION 4 : FAULT FINDING IN FLYING CONTROLS

From time to time faults may be reported in the flying control systems. Chapter 27 of
the Aircraft Maintenance Manual gives guidance and procedures. The following
notes are of a general nature.
A flying control system might be reported to be stiff to operate. This could be due to
any of the following:
 Excessive cable tension.
 Frayed cable in a fairlead.
 Stiff chain assembly - requiring lubrication.
 Ice forming on cable assembly - possible freezing condensation or water
leakage freezing around cable or pulley cluster.
 On a smaller type of aircraft, the autopilot may fail to disengage or a servo
actuator may jam. The operation of the slipping clutch will increase system
friction.
 Damage to control surface, bird strike, lightning strike.
 Cable or pulley misalignment.
 Tab operating linkage stiff and requiring lubrication.
 In a powered flying control system, it could be a PFCU stuck servo valve.
 Control system friction will also increase if a control jam occurs.
An aircraft might be reported to be flying one wing low. In general terms the
following checks would be required:
 Find out the number of units of trim which are acceptable and do not indicate
a fault. For example - In one case - Less than 3 units of trim - Serviceable
More than 3 units of trim – Unserviceable
 Make sure that the flaps are not drooping on the high wing.
 Make sure that the fuel imbalance between left and right tanks is within limits
eg. (5% maximum.
 Make sure spoilers are not lifting in level flight and that the spoiler panels are
not damaged.
 Make sure the ailerons are correctly rigged, and check shroud gaps.
 Make sure the elevators on both sides align with the trailing edge index
plates.
 Carry out free play checks on Rudder, Aileron, Spoilers and Flaps.
 If the aircraft is equipped with pneumatic de-icing boots, make sure that they
are deflating properly on both sides.
 Make sure the trim indicator is working properly.
 Make sure that the trim or trim tab neutrals are correct.
 Make sure that any vortex generators are not bent or missing.

 Make sure that the wing mounted fuel filler caps are flush.
 Make sure that there is no leading edge damage and that all surface contours
are correct.
An aircraft might land following an asymmetric flap problem or the flaps may not
have reached the selected position. In general terms the following checks would be
required:
 Check aircraft documents for any recent work on the flap circuit. Recheck
work if suspect.
 Check flap selector for open circuit.
 Carry out a preliminary inspection of the flaps for:
 Evidence of flap damage or distortion which may cause jamming of the
system.
 The drive shaft system for damaged flap rails and jack screws.
 Make sure the flap motor (PDU) is functioning correctly.
 Check the torque tube drive train for damaged connectors, ball nuts, gear
boxes and gimbal fittings for seizure.
 Check flap asymmetry brakes for evidence of premature operation (tripped
reset knob) and torque limiters for seizure.
 Check position transmitters and asymmetry transducers for correct flap
position indications and comparator functioning.
 Check flap rails and flap support fittings for obstruction and structural failure.
 Carry out a flap rigging check using an air motor drive initially. Check the
operation of the flap system using the standby electric motor and then the
hydraulic drive to ensure full and correct operation.
 Carry out a full flap function inspection, checking for full and free operation of
the screw jacks and flap fairings, and correct flap section separation. Ensure
that flap positions are correctly indicated in the cockpit and that full travel is
reached. Check that leading edge flaps and slats also function in conjunction
with the trailing edge flaps.
190 Chapter 5: Section 4 Issued January 2012

CHAPTER 6 : HIGH LIFT DEVICES

SECTION 1 : TRAILING EDGE FLAP OPERATING SYSTEMS
Large heavy transport aircraft require a large flap area to allow them to take -off and
land at relatively low speeds which shorten the take-off and landing runs.
Flaps are essential for the safe operation of the aircraft. Large transport aircraft
have alternate power sources to ensure satisfactory flaps operation should the
primary power sources fail. They also have protection from asymmetric flap
operation which would result in uncontrollable rolling of the aircraft. A placard
adjacent to the flap selector lever indicates the maximum permitted airspeed at each
flap position.
Flap Position Selection

A flap selector handle in the cockpit is detented to selections typically 0, 1, 2, 5, 10,
15, 25, 30 and 40 as numbered positions which relate to the indications of the flap
position indicator. The handle is connected to an ac electric motor or hydraulic
motor control unit, usually by a cable circuit. Movement of the flaps arms various
electrical circuits eg. take-off warning switch, a landing warning switch, a mach trim
switch and a stall warning switch. When the flap selector handle is moved the drive
motor runs, moving the flap to the selected position. Usually, any leading edge high
lift devices such as slats and Kruger flaps operate in conjunction with the trailing
edge flaps to provide increased lift. Moving the flap selector lever will initiate
movement of both the leading edge devices and the trailing edge flaps.
Flap Operating Systems

These systems which use electric or hydraulic power for their operation have a
single flap power drive unit. There are a number of advantages in using a single
drive unit rather than many individual jacks. They include:
 better asymmetric protection since there is only one power unit to be stopped.
 all the hydraulic components are contained in a single unit.
 the alternate operating system can be built into the power drive unit.

NOTES:

SECTION 2 : ELECTRICALLY OPERATED FLAP SYSTEM

General
The selector switch is used to select the required flap position. The drum switch
stops the motor at the required position.
Limit switches protect the system against a failure of the drum switch.
ELECTRICAL FLAP SYSTEM SCHEMATIC
Motor Stationary Detector and Reversing Contactor

To reverse the direction of the flaps, the drive motor must be reversed. Before
reversing a large motor it must be initially stationary. If the motor was to be selected
in the reverse direction while still rotating, the back EMF on the armature would add
to the applied voltage and excessive current would flow.
FLAP LIMIT AND OVERTRAVEL SWITCHES

SCHEMATIC OF ELECTRICALLY OPERATED FLAP SYSTEM
Additional protection is given by the following:
Limit and Overtravel Switches

Normal flap limits are controlled by a drum switch. Limit switches mounted on the
flaps prevent extreme up or down limits being exceeded by stopping the flap motor.
Overtravel switches mounted in the flap drive unit will latch the protection trip,
preventing any further movement of the flaps.
Clutch Torque Switch

Mounted on the flap motor output shaft, this switch stops the flaps if excessive load
is felt.
Asymmetric Detector
Any difference between the left and the right wing flaps is detected by monitoring the
flap torque tubes. The detector latches the protection trip, preventing any further
movement.
Motor Brake
This prevents motor rotation when switched off.

Circuit Breaker
This gives protection from excessive current. If the circuit breaker operates when
the flaps are not down, then usually the flaps can be lowered manually by inserting a
handle into the gearbox.
Protection Trip
This unit receives inputs from the asymmetric flap detector and flap overtravel ‘UP’
and ‘DOWN’. Any inputs from these sources will operate the Protection Trip and
stop the flap motor.
The Drum Switch

The drum switch consists of a circular contact disc divided into two equal halves by
an insulator. The brushes contact the disc at 180 to each other. Selection contacts
are made via brushes to a segment of the disc.
When the flaps are selected down, mechanical feedback rotates the drum switch
anti-clockwise until the switch contact is on the insulation and the flaps stop. This is
repeated with each flap position selected. During flap retraction the reverse takes
place. The drum switch is usually mounted on the flap motor gearbox.
Indications
Flap position is shown on an indicator adjacent to the flap selector on the central
console. The scale is calibrated in degrees or units of flap. If the protection trip
stops the flaps, an amber CWP 'FLAPS' light shows.
EXAMPLE OF A FLAP POSITION INDICATOR

NOTES:

SECTION 3 : ELECTRO HYDRAULIC FLAP OPERATING SYSTEM

Large transport aircraft normally use hydraulic motors to operate the flap system. If
the hydraulic supply fails then either a second hydraulic system or an electric motor
is used.
Selecting to alternate electric flaps releases any hydraulic lock on the hydraulic
motor, thus allowing it to be turned. The alternate electric motor will position the
flaps at a slower rate under the control of an electric selector switch.
FLAP POWER DRIVE UNITS

A modern flap Power Drive Unit (PDU) usually incorporates the following features.
 a hydraulic motor for normal operation
 an ac electric motor for alternate operation. Some systems use a hydraulic
motor with a separate supply for alternate flap operation.
 a hydraulic control valve to control the direction of rotation of the hydraulic
motor.
 a gearbox to reduce the hydraulic motor RPM to a suitable value for driving
the torque tubes.
 the torque tubes which operate the flap drive mechanisms.
 an input rod from the flap selector lever.
 input and follow up cams to null the input when required output is achieved.
 a bypass valve to remove the hydraulic supply to the motor when it is required
to stop.
The flap control cable inputs are routed through a linkage to the power drive unit.
The power drive unit is usually mounted on a bulkhead in the main undercarriage
bay. The hydraulic supply to the power drive unit may incorporate a priority valve
and a flow limiter.
The priority valve will stop the supply of hydraulic fluid to the power drive unit should
the pressure drop to a predetermined value. This maintains supplies to more
essential services, eg. the Primary Flying Controls. The supply will be restored when
supply is again at its proper value. The flow limiter ensures that the flaps extend and
retract at the correct rate.
When the flap selector handle is moved, a valve in the control module in each power
drive unit is displaced to admit system hydraulic fluid to the hydraulic motor that
drives the flap unit gear box and torque tube.

FLAP OPERATING SYSTEM USING ELECTRICAL ALTERNATE OPERATION

Trailing Edge Flap Transmissions

Each flap transmission assembly is driven by a torque tube. Flap transmission
assemblies vary but generally a torque limiter is incorporated in each flap actuator
gearbox. In the event of a jammed flap the torque limiter absorbs the excessive
torque until the hydraulic motor stalls. The torque limiter stalls the power drive unit if
the applied torque is 20% greater than normal operating torque. The torque limiter
operates in either direction of rotation.
Flap Transmission Torque Limiter

A torque limiter consists of spring loaded input and output detented plates. Steel ball
bearings in cones or detents are positioned between the plates as shown in the
drawing. At normal transmission loads the ball bearings remain seated in the cones.
Should the transmitted torque become excessive, the ball bearings ride out of the
cones against the spring pressure. This allows the input shaft to continue rotating
while the output shaft is stationary.
EXAMPLE OF A MECHANICAL TORQUE LIMITER

No Back Brake
The transmission assembly may also contain a no back braking device consisting of
a ratchet and a disc brake. The disc brake prevents airloads from retracting the
flaps. When power is applied to retract the flaps, the power unit overcomes the disc
brake, allowing the flaps to retract. The disc brake does not oppose extension of the
flaps as the ratchet is disengaged when the flaps are extended.
Indications
Flap position transmitters are usually fitted at the extreme end of the left and right
flap transmission train. These send electrical signals to dual flap position indicators
on the pilot's instrument panel. The pointers move together but will 'split' if an
asymmetry condition exists.
Alternatively flap position may be given on the EICAS display.

FLAP CARRIAGE ASSEMBLIES

OUTBOARD FLAP – AFT FLAP

FLAP TRANSMISSION ASSEMBLY

The flap drive system contains two transmission assemblies for each flap. Each
transmission assembly is enclosed in a flap track fairing. It consists of a
transmission gearbox, a universal joint, a ballnut and a jackscrew actuator. Each
transmission gearbox incorporates a torque limiter to stall the power drive unit (PDU)
in the event of an over torque condition of any flap. This stops the rotation of the
drive shafts until the torque is reduced.
Each jackscrew is fitted with a pair of up stops and down stops to control the range
of jackscrew movement. A ballnut contained in a gimbal connects the flap fittings to
the jackscrew. Operation of the PDU rotates a series of torque tubes which drive the
transmission gearboxes, turning the jackscrews and moving the ballnut backwards or
forwards.
TYPICAL TRANSMISSION GEARBOX

Flap Track Arrangement

A typical trailing edge flap system consists of a fore flap, a mid flap and an aft flap.
They are designed to fair with the wing when retracted and to form slots between the
sections when extended.
A pair of main carriage assemblies support each mid flap on a pair of main flap
tracks with transmission assemblies fitted to the ends of the flap support tubes.
Rollers on the carriage assemblies guide the flaps as they move on the tracks and
side rollers provide lateral alignment of the flaps.
Sequence carriage assemblies support the fore flaps on the flap tracks. Toggle units
are fitted to the sequence carriages and lock them to the main carriage assemblies
as they extend. Toggle stops are fitted to the upper surfaces of the flap tracks.
These are designed to trip the sequence carriage toggle units when the fore flaps
have fully extended so that the toggle rollers drop into recesses in the top of the flap
tracks and disengage the sequence carriages from the main flap carriage
assemblies.
This action locks the fore flaps in their designed position whilst permitting the mid
flaps and aft flaps to continue to extend. The aft flaps are supported on flap rails
mounted inside the mid flaps and are connected to the mid flaps by a system of
cables and operating rods. These allow the aft flaps to move away from the mid
flaps as they extend. The retraction of the flaps is basically the reverse of the above
sequence.
To prevent turbulence and reduce drag, flap track fairings cover each track. These
fairings consist of a fixed section attached to the wing and a moveable fairing which
moves with the flaps as they extend.
Movement of the mid flaps actuates a system of mechanical linkages that operates
the moveable fairings and the aft flaps as they both move together maintaining
clearances between the aft flap and the fairing.

NOTES:

SECTION 4 : FLAP ASYMMETRIC PROTECTION

It is a design requirement that, unless the aircraft can be flown safely with the flaps
or slats retracted on one side and extended on the other side, the motion of the flaps
or slats on opposite sides of the aircraft must be synchronised. Flap asymmetry is
an extremely dangerous condition as it causes the aircraft to roll. If it is left
unchecked it may not be possible to correct it by opposite roll commands from the
ailerons. If the flaps or slats have asymmetry protection they are stopped as soon as
asymmetry is sensed and the pilot is informed.
There are various methods of sensing flap asymmetry.
In one system flap position is indicated on a dual pointer indicator on the instrument
panel. The pointers show the position of the left and right wing flaps. Synchro
transmitters mounted on the extreme ends of the flap drive torque shafts send
electrical signals to the indicator pointer circuits. The flap position indicators may
also send a signal to the stall warning system computer.
The indicator contains the two position synchro units for pointer operation, plus a
comparator synchro for asymmetric protection control. The comparator synchro will
actuate a cam operated switch when the pointers separate by more than a
predetermined amount. When this switch is actuated, it energises an asymmetric
shut off relay. The energised relay drives a trailing edge flap bypass valve to bypass
and stops the hydraulic motor. The flaps will now remain in that position until the
aircraft lands.
Flap By-pass Valve

The trailing edge flap by-pass valve interconnects the flap hydraulic motor pressure
and return ports to prevent it from operating during operation of the flap alternate
drive system. The valve is an electric motor operated two position valve containing
three connections from which hydraulic lines extend to the flap control valve and the
flap hydraulic motor. The valve is normally controlled by an alternate flap arm
switch. It is also controlled by a flap asymmetry shut off relay. A position indicator
and manual lever allows the valve to be positioned manually for maintenance
purposes when electric power is removed.
An example of a trailing edge flap bypass valve circuit diagram is shown. If the
hydraulic supply to the flap drive motor fails, the pilot arms the ALTERNATE FLAPS.
Moving the alternate flaps arm switch to ARM applies power to position the valve to
bypass. The down line from the flap control valve is blocked and the flap hydraulic
motor ports are connected together to allow fluid circulation within the motor.
Returning the alternate flaps arm switch to OFF moves the bypass valve to normal
and restores hydraulic operation of the flap system. When the valve is in bypass the
normal position limit switch completes the circuit to the normal field coil.
The flap asymmetry shutoff relay is energised to move the valve to bypass and stop
flap operation by the hydraulic motor when left and right wing flap movement is not
symmetrical. The valve moves to bypass also if cable tension to the control valve is
lost.

Asymmetry System Test

An asymmetry test panel is provided in the Avionic equipment bay for testing the
asymmetric protection control circuits. A test switch and green flap asymmetry test
light are used in performing the test.
The test switch enables testing of the left or right asymmetry sensing capability.
Actuation of the test switch to TEST LEFT-UP or TEST RIGHT-DOWN causes the
pointers on the flap position indicator to separate. A bypass valve on the hydraulic
power unit is moved to bypass. A green light is illuminated indicating that the valve
has moved to the bypass position. During hydraulic operation of the flaps, should
the bypass valve move to bypass the flaps will stop.
Indications
If the flap synchronizing system should stop the flaps, they remain in that position
and an amber warning lamp illuminates on the CWP.

TRAILING EDGE FLAP BYPASS VALVE

SCHEMATIC OF FLAP BY-PASS VALVE

FLAP ASYMMETRY CONTROL CIRCUIT – FLAP ASYMMETRY TEST EQUIPMENT

BLOCK DIAGRAM OF A FLAP ASYMMETRY DETECTION SYSTEM

Another asymmetric protection system uses a position transmitter, an asymmetry

brake and an asymmetry transducer installed on the outboard end of each flap drive
torque tube. Their purpose is to provide flap position inputs to the flap position
indicator in the cockpit. The asymmetry brake is used to stop the flaps in case of a
transmission overspeed or if a flap asymmetry condition is detected by the flap
asymmetry comparator. The asymmetry transducers provide flap position inputs to
the flap asymmetry comparator.
Should flap asymmetry occur, the comparator stops the power drive unit and the
transmission by applying the asymmetry brakes. The asymmetry brake unit
incorporates a rocker arm and roller assembly, a trip spring mechanism, brake discs,
position transmitter, and asymmetry transducer drives. It also has a mechanical
input 'overspeed' governor, a solenoid, and a trip indicator. The housing has
provisions for externally mounting the position and asymmetry transducers. When
an asymmetry condition is sensed, the asymmetry comparator energises the
solenoid on the brake unit, allowing the rocker arm to permit springs to apply force to
the brake disc. At the same time the trip indicator extends, indicating that the brake
has been tripped.
Flap Overspeed Detection

In the event of a mechanical overspeed condition, the overspeed governor fly
weights expand and force the rocker arm roller off the disc brake, applying brake
pressure to the input shaft. Spring force keeps the brake set and extends the trip
indicator. When operated, the system can only be reset on the ground. The system
is self-monitoring. Failures illuminate a 'FLAP ASM DET FAULT' light.
Faults monitored are:
 one-channel asymmetry detection.
 open circuits to the brake solenoids or PDU bypass or shut off valves.
 failures within the comparator, such as power supply loss.
 failed rotary transducers.

EXAMPLE OF FLAP OPERATING SYSTEM

FLAP ASYMMETRY BRAKE

MECHANICAL FLAP ASYMMETRIC PROTECTION SYSTEM

Some older types of aircraft may use mechanical asymmetric protection. A cable
drum is installed on the outboard end of both left and right flap drives. A closed loop
of cable links each cable drum to an input pulley in a simple bevel gear differential
unit which is attached to the flap drive motor.
The differential consists of two bevel gears and an idler. Symmetrical flap movement
causes the cable loops to rotate the bevel gears in opposite directions, at the same
rate. The idler revolves on its bearing, but is not displaced.
Asymmetric flap movement will cause the bevel gears to rotate in opposite directions
but at different rates. While the idler still rotates it is now displaced around the bevel
gears. This displacement of the idler is transmitted through a linkage to operate a
hydraulic cut-off on the flap drive motor. This stops the flaps.
Since the cable loops are operated by spools which are driven for the extreme end of
the flap drive system, asymmetric failure of any part of the drive system is detected.
MECHANICAL FLAP SYNCHRONISING MECHANISM

SECTION 5 : FLAP LOAD LIMITER SYSTEM

Should the flaps be fully lowered at high airspeeds, serious structural damage could
occur. To prevent such damage, flap drive systems incorporate a load limiter. This
prevents the flaps being lowered at excessive airspeed. Usually the Air Data
Computer will send the digital word for the appropriate airspeed to an ARINC 429
receiver which outputs an electrical signal to the flap selector lever switches. If the
flaps are fully down the signal energises a solenoid in the flap drive unit and causes
the flaps to partially retract. The flaps will automatically extend when the aircraft
slows to a predetermined speed.
The system can be checked by putting the flaps fully down with both electrical and
hydraulic power available. A self check procedure is then performed which if
satisfactory sends an airspeed signal to the ARINC receiver. The system operation
is verified by the flaps retracting to the predetermined position. If a defect exists in
the ADC system, fault codes show on the ADC Self Test panel. A load limiter test
switch and green light is provided to check the flap down switch circuits.
SAFETY: Extreme care must be taken when working on or near flaps. Ground
servicing equipment must be kept will clear.
FLAP ALTERNATE DRIVE

Flap drive systems have two separate means of operation in case one of the drives
fails.
This might be an electric motor drive forming part of the normal hydraulic power drive
unit. Should the normal hydraulic drive not be available, the electric drive is used to
lower and retract the flaps. A spring loaded centre off switch is provided to operate
the electric drive.
A by-pass valve is also used when the alternate drive motor is in operation. The ac
electric motor drives the same gearbox and torque tube system that is used for
normal hydraulic operation. When the alternate flap system is armed the by-pass
valve is motored to the bypass position to cut-off the hydraulic supply and port both
sides to return to relieve the electric motor of the load of rotating the hydraulic motor.
Alternatively the flap transmission may be driven by a dual hydraulic motor power
unit. Each hydraulic motor being supplied by separate hydraulic systems. Should
one supply not be available the other continues to operate the flaps.
Some twin turbo-prop types use an electric actuator to lower and raise the flaps.
Should the flap motor or flap control system fail, the flaps can be operated manually
by using a cranked handle. This is generally done by lifting a flap on the cabin floor
and inserting the end of the handle into a bayonet type socket. This operates a
mechanism which disengages the electric motor and engages the manual drive.
Generally clockwise rotation of the handle drives the flaps down and anti-clockwise,
up. Flap position is shown on the normal flap position indicator. Alternative
indication is provided for the crew member operating the handle by position markings
on the top surface of one of the flaps. These markings align with the wing trailing
edge as the flaps extend or retract.

After landing, the flap system must be rectified as described in the Aircraft
Maintenance Manual.
FLAP OPERATING SYSTEM USING ELECTRICAL ALTERNATE OPERATION

CABLE BREAK DETECTORS

Cable break detectors are fitted to control cables in certain control systems to sense
a slack or broken cable. The illustration shows the principle. When cable tension is
lost, the pulleys are pulled together, completing an electrical circuit through the
switch. A broken cable in a flap system causes the flaps to stop and an amber FLAP
warning to appear on the CWP.
CABLE BREAK DETECTOR

NOTES:

SECTION 6 : LEADING EDGE HIGH LIFT DEVICES

Leading edge high lift devices are used in conjunction with the trailing edge flaps.
There are two types:
 Leading edge flaps.
 Leading edge slats.
Leading edge flaps may be extended and retracted by using levers rotated by
gearboxes. These are driven by a system of torque tubes using either air motors or
electric motors. They may also be operated by double acting hydraulic actuators.
Leading edge flaps have no intermediate position and are either retracted or fully
extended.
Slats may be extended and retracted using several methods.
 A system of cables operated by a cable drum rotated by hydraulic jacks.
 By using screw jacks rotated by gearboxes driven by a system of torque tubes
and hydraulic motors.
 A system of hydraulic motor driven torque shafts driving rotary actuators
which extend and retract the slats via a rack and pinion drive arrangement.
 A system using hydraulic double acting actuators.

NOTES:

SECTION 7 : LEADING EDGE FLAP OPERATION

(PNEUMATIC/ELECTRIC)
General
Currently, certain types of aircraft use leading edge Krueger flaps and variable
camber flaps to provide additional lift for take-off and landing. These flaps have two
positions:
 Fully up.
 Fully down.
Primary power to position these leading edge flaps is provided by air motors supplied
from the aircraft bleed air pneumatic system. Electric motors allow an alternate
means of flap operation. Normal operation of the leading edge flaps is controlled
automatically by operation of the trailing edge flaps. Cam-operated switches
installed on each of the trailing edge flap power packages and the pilot's control
stand sequence electrical input signals to the leading edge flap system. The
electrical signal from each of the switches is transmitted to the pneumatically
powered drive units in each wing.
In the example described, the leading edge flaps are sequenced to extend in two
groups. Group A flaps on each wing extend when the trailing edge flap lever is
moved to the 1 unit position. The remaining flaps, Group B extend when the flap
lever is moved to the 5 unit position.
The leading edge flaps in Group B retract when the trailing edge flaps are retracted
to the 5 unit position. The Group A leading edge flaps retract when the trailing edge
flaps are retracted to the 1 unit position.
The leading edge flaps automatically retract after landing when reverse thrust is
selected.
Variable Camber Flaps

Variable camber flaps provide more lift by being curved as they are extended prior to
take-off and landing. The flexible surfaces are made of a composite material. The
area of each flap is increased by a folding nose which is positioned as the flap is
extended. This folding nose is rotated and positioned above the flap when the flap is
retracted.
Krueger Flaps
Krueger flaps may be positioned by rotary actuators. They have a folding nose like
the variable camber flaps.

EXAMPLE OF LEADING EDGE FLAP SYSTEM COMPONENT LOCATION
EXAMPLE OF LEADING EDGE FLAP SYSTEM COMPONENT LOCATION

Drive Units
Drive units in each wing provide the power necessary to drive the leading edge flaps.
Normal power is provided by the aircraft pneumatic system, controlled by inputs from
the trailing edge flap system. Alternate power is provided by 3-phase, 115 volt
electric motors controlled by switches in the cockpit.
Each drive unit contains the pneumatic and electric power source geared to a
common output shaft through a planetary gear system. This allows both power
sources to use the same drive shaft.
Leading Edge Flap Extension and Retraction

 When the flap lever is moved from the flaps up position to the flaps extended
or from the flaps extended to the flaps up position, cam operated switches
close in the pilot's control stand. This completes part of the extension or
retraction circuit to the leading edge flap drive units. As the trailing edge flaps
reposition as selected by the flap lever, cam operated switches in the trailing
edge flap drive units are closed. These switches complete the electrical
extension or retraction circuit to the leading edge drive units.
 When a drive unit is not receiving signals from the trailing edge flaps control
assembly, the drive unit holds its leading edge flaps in a fixed position. The
butterfly of the regulator valve is held in the closed position by a geared
linkage arrangement. At the same time the pneumatic motor brake prevents
the output shaft from rotating. A retract limit switch on the primary controller is
in the open position. This de-energises both the servomotor and the ormally-
closed primary drive solenoid valve. With the servomotor de-energised, an
integral brake is applied which maintains the primary controller in a fixed
position.
 The leading edge flaps extend or retract when an electrical signal is applied.
This opens the primary drive (normally-closed) solenoid valve of the regulator
and solenoid valve assembly. Air is now supplied through a filter and
alternate (emergency) solenoid valve to:
 1 the inlet of the sequence switcher
 2 the pneumatic motor brake causing the brake to be released
 The electrical signal also energises the directional control servomotor. This
releases its brake and starts rotation of the primary controller in the extend (or
retract) direction at high speed. This motion is transmitted to the summing
differential. The summing differential output shaft opens the rotary control
valve in the direction to extend (or retract) the flaps. As the valve opens, air is
admitted to the pneumatic motor causing it to rotate in the required direction.
The resulting rotation is transmitted through reduction gearing to the output
shaft of the drive unit.

 The output shaft position is sensed and transmitted back to the summing
differential. If this feedback rotational velocity is greater than the rotational
velocity of the servo control motor, the summing differential output link will
partially close the rotary control valve. The pneumatic motor slows down until
the drive unit shaft is rotating at the same speed as the servo control motor.
 As the output shaft starts to move in the extend (or retract) direction, the
position control translation nut in the primary controller starts to rotate. It
translates(moves from one position to another) along the controller shaft from
its initial position at one end of the housing to the opposite end of the housing.
Teeth on the translation nut leading face engage mating teeth on a spring-
loaded cam assembly carrying it along with it. The rising cam action activates
a limit switch preceding the stop signal position. This energises the windings
of the servo control motor, decreasing the speed for the final incremental
movement.
 A second limit switch is now contacted by the cam. Now within the last few
degrees of rotation of the controller shaft, the switch interrupts the electrical
signal to the servo control motor. It also interrupts the signal to the primary
drive solenoid valve of the rectifier and solenoid valve assembly. Interruption
of the electrical signal simultaneously applies the brake of the servo control
motor and closes the solenoid valve. The brake of the pneumatic motor is
now pressurised as well as the sequence switcher. As the pressure
decreases downstream of the solenoid valve, the sequence switcher
maintains the pressure regulator on until the brake is fully engaged.
 The drive unit is capable of being reversed at any point within its normal
travel. The stopping and reversal of the primary controller will result in a
reverse servo control input. This reverses the rotary valve, the pneumatic
motor, and, in turn, the output shaft.
 Should the pneumatic motor stop for any reason during flap operation the
amber (flaps in-transit) lights on the pilots' annunciator panels stay on. The
amber lights indicate that a failure has occurred. Electrical operation will
complete retraction of the flaps and turn the indicator lights out.
 The leading edge Krueger flaps and variable camber flaps are arranged in
groups as illustrated. Each group has a separate drive unit and transmission
assembly. The flaps will extend in a sequence as determined by the position
of the trailing edge flap selector lever. Each drive unit will mechanically
position a set of flaps. Normal extension or retraction of the leading edge
flaps takes about 7 seconds. The flaps are stopped at the desired position by
the previously described feedback systems within the flap drive units. The
feedback systems shut off the air supply to the pneumatic motor and operate
speed control and limit switches to the directional control servomotor. At the
same time pneumatic pressure is released from the air motor brake actuator
causing the spring-loaded brake to engage and prevent further motion.
 If the trailing edge flaps are operated when pneumatic power is not available
to correctly position the leading edge flaps, the control mechanisms will
operate. Application of pneumatic power at some later time will automatically
cause the leading edge flaps to move to the correct position.

Alternate Operation
Alternate operation of the leading edge flaps is by means of an electric drive motor.
Three position centre off switches are used to select the alternate motor drives in the
example described. Later types use a rotary selector switch. In both cases, arming
switches must first be operated before the leading edge flaps can be moved. When
the alternate drive motor is energised, its integral brake is released and the alternate
(emergency) solenoid is energised. This shuts off control air to the pressure
regulator and to the brake on the pneumatic motor. With the pneumatic motor brake
engaged, the electric motor drives the output shaft at a reduced speed. The electric
motor does this via an epicyclic gear arrangement which rotates on the stationary
pneumatic motor drive shaft. A shear section is provided in the gear train at the
summing differential to break should the servomotor become jammed. This allows
the alternate drive system to operate.
The alternate controller and feedback annunciator unit is equipped with limit switches
at both ends of its travel. The limit switches shut off the alternate drive motor and
engage its integral brake at the end of the stroke in either direction.

EXAMPLE OF A LEADING EDGE FLAP DRIVE UNIT

EXAMPLE OF A LEADING EDGE FLAP SYSTEM CONTROLS

LATER TYPE ALTERNATE LEADING EDGE FLAP SELECTOR

LEADING EDGE FLAPS AND DRIVE MECHANISM COMPONENTS

LEADING EDGE FLAP POSITION INDICATOR

A leading edge flap annunciator system provides the pilots with visual indication of
the operation of the flaps, both during normal and alternate operation.
An annunciator is provided for each leading edge flap. Amber LE FLAPS IN
TRANSIT and green LE FLAPS EXTENDED indicators are provided. All indicators
are extinguished when the flaps are retracted.
EXAMPLE OF LEADING EDGE FLAP DRIVE MECHANISM

VARIABLE CAMBER LEADING EDGE FLAP

NOTES:

SECTION 8 : LEADING EDGE SLAT OPERATION

Leading edge slats are usually partially extended at flap take-off angles to give a
combination of high lift and low drag. They are fully extended for landing to provide
maximum lift.
TYPICAL CABLE OPERATED LEADING EDGE SLAT OPERATING SYSTEM

A schematic of a cable operated system is illustrated.
Each slat is supported by three tracks that ride along rollers located in the wing
leading edge. The centre track on each slat is the drive track that is connected to
the slat operating cable system. The other tracks are idler tracks. Stops are
provided on all idler tracks to prevent slat over travel in the retract and full extend
positions.
The slat mechanical controls consist of the slat/flap control handle, cable systems
and mechanical linkages that control the slat hydraulic actuators from the control
cabin. The slats have three positions, retract, take-off extend and full extend for
landing.
When the slat/flap control handle is operated, the slat control cable system operates
a hydraulic selector. This directs hydraulic fluid to the actuators which rotate the slat
drive drums. A follow up mechanism ensures that the slats stop when they reach
their selected position.

EXAMPLE OF CABLE OPERATED SLAT SYSTEM

TYPICAL LEADING EDGE SLAT SYSTEM OPERATED BY HYDRAULIC

ACTUATORS
Leading edge slats are usually operated by the flap selector lever. The slats are
retracted when the flap lever is at 0. They usually go to their intermediate take off
position when the flaps move down to position 1. The slats fully extend when the
flaps move to the landing position. This movement is reversed on retraction. An
autoslat system is usually installed that will automatically extend the slats to prevent
the wing stalling at low speed.
LEADING EDGE SLAT MECHANISM

The leading edge slat mechanism is provided to position the slats as required. In
this system each slat is guided by two main tracks which ride on rollers in the wing
leading edge and by three auxiliary tracks. A three position hydraulic actuator is
attached to the centre of each slat. The auxiliary track may be known as a
programming track.
SLAT AUXILIARY OR PROGRAMMING TRACK

The auxiliary tracks are mounted on the wing front spar and stabilize the slats at the
intermediate position. Each slat has three track extension arms fitted with rollers.
When the slat is moved, the rollers ride in a slot in the auxiliary track. The auxiliary
track may also be known as a programming track. Stops on the main track at the
retracted and fully extended positions prevent the roller from contacting the ends of
the auxiliary track. The slat is stabilised in the intermediate position by the roller
contacting a spring loaded detent.
SLAT MAIN TRACK

The main tracks attached to each slat act as guides and contain the adjustable
mechanical stops which limit full extend travel. The main tracks are guided during
slat movement by rollers mounted in the wing leading edge. A down stop mounted
on the aft end of each main track engages an adjustable downstop on the structure
to limit slat extension. Adjustable stop bolts in the fixed leading edge contact stop
fittings on the slat when it is retracted.

SLAT MAIN TRACK AND ROLLER GUIDES

TYPICAL SLAT HYDRAULIC ACTUATOR

SLAT PROGRAMMING TRACK

TYPICAL FLAP SLAT CONTROL DIAGRAM

(PREPARED FROM AN ORIGINAL DIAGRAM BY BOEING)

LEADING EDGE SLAT ACTUATOR

In the system described, hydraulic actuators move the leading edge slats to the
desired position. Each slat is operated by a single actuator mounted between the
wing front spar and the centre of each slat. Each actuator contains two identical
blocking valves, an internal mechanical locking mechanism, which holds the actuator
in the retract position, an outer piston and an inner piston and rod assembly.
Each actuator has two hydraulic supplies, main and standby. The blocking valves,
one for each supply, hydraulically lock the actuator piston in position if the hydraulic
supply pressure drops below a predetermined value. When the trailing edge flaps
are selected to the first position the slat hydraulic control valve directs pressure to
the actuator, releasing the internal lock and extending the inner piston moving the
slat to the intermediate position. When the trailing edge flaps are extended into the
landing range, the hydraulic pressure is directed to the outer piston which carries the
inner piston as it moves the slat to full extend.
SLAT POSITION SENSING AND INDICATION

A reed switch inside the slat actuator sends a retract or not retracted signal to the
indicating system. Slat extend proximity sensors are mounted on the leading edge
structure adjacent to the forward end of one of the auxiliary slat tracks. Individual
amber and green lights for each leading edge device are located on an annunciator
panel. Master annunciator lights one amber and green are located on the pilots
CWP. Amber lights show when the leading edge devices are in transit. Green lights
show when the leading edge devices are at the extend or fully extended position.
NOTE: The slat position sensors are electronic proximity sensors that sense the
proximity of ferro-magnetic targets.
EXAMPLE OF A LEADING EDGE/SLAT POSITION INDICATOR

SLAT SYSTEM OPERATED BY TORQUE SHAFTS AND RACK AND PINION

DRIVE ARRANGEMENT.
In this system a single Power Driver Unit (PDU) is used to extend or retract the slats.
Normal operation is hydraulic and alternate operation is electric. The PDU drives
torque tubes which extend out along both leading edges. The torque tubes drive
rotary actuators which drive a rack and pinion mechanism to operate each slat.
Control and Indication

The controls and indications applicable to this system are similar to the slat systems
described previously.

EXAMPLE OF A LEADING EDGE SLAT DRIVE SYSTEM

SLAT DRIVE SYSTEM Using Rotary ACTUATORS AND RACK AND PINION ARRANGEMENT

NOTES:

SECTION 9 : AUTOSLAT SYSTEM

Two stall management computers are usually installed to operate the autoslat
system when required. Each stall management computer combines the function of
autoslat operation and stall warning system. For example, the No 1 SMC controls
autoslat channel No 1 and the Captain's stall warning system. The No 2 SMC
controls autoslat channel No 2 and the co-pilots stall warning system. The stall
warning computers are mounted in the electronic equipment compartment.
Each SMC contains the circuits to operate an autoslat control valve, failure
monitoring and self test. An alphanumeric display and push buttons on the front of
each computer are used for self tests, provide test/failure indications and conduct
BITE (built-in-test-equipment).
Stall warning and autoslat operation are inhibited when the aircraft is on the ground
ie. 'weight on'.
AUTOSLAT CONTROL VALVE

This valve provides the means of extending the slats when a high angle of attack
occurs. It is operated by both stall warning computers. When the aircraft is in the
air, the stall management computers will actuate solenoid valves in the autoslat
control valve and direct hydraulic pressure to the slat actuators and extend the slats.
When the aircraft has regained a safe speed the stall management computer signal
ceases and the slats retract.
BITE
The operation of the autoslat control valves can be checked by test circuitry on the
respective stall management computer. For example the solenoid valves can be
operated on the ground by:
 Positioning the respective system angle of attack vane (alpha vane) to a given
position eg. 20
 Depressing the 'Ground Sensing' test button (This puts the associated relays
in the airborne mode).
 Appropriate hydraulic system pressure available.
 Leading edge devices and trailing edge flaps positioned as specified.

AUTOSLAT FAILURE WARNING

Autoslat failure warning comes from either or both stall management computers and
informs the crew when either or both autoslat channels are not functioning or when
either or both alpha vanes fail.
An amber AUTOSLAT FAIL LIGHT Master Caution Lights and the FLT CONT
annunciator will normally illuminate.
SLAT LOSS OR ASYMMETRY SENSING SYSTEM

A slat loss sensing system may be incorporated. The slats have a common cable
running laterally inside the curved section. The cable is attached to a microswitch
mounted in the fixed leading edge. In the event of a slat separating form the aircraft
the microswitch is activated. A signal is sent to a Proximity Switch Electronics Unit
(PSEU) which will interpret this signal as an asymmetry and shut down the slat
system. The PSEU will also illuminate the LEADING EDGE light and send a signal
to the EICAS to give the LE SLAT ASYM message.
A slat asymmetry sensing system may be incorporated in a leading edge slat
system. This may operate in a similar way to the flap asymmetry sensing system.
Asymmetry transducers at the outer end of the slat drive torque shafts send position
signals to a comparator. If the slats are sensed to be asymmetric the comparator will
stop the drive unit and apply the asymmetry brakes. The brakes are located at the
outer end of the slat drive torque shafts.

Part 66 – B1.1/011 Aeroplane Systems - Flight Controls
SECTION 10 : TAKE OFF CONFIGURATION WARNING

Just before take off, the flight crew will do a check list procedure to ensure that the
aircraft is ready for take off.
As a back up to this check list there is a circuit called 'take off configuration warning'.
If a take off is attempted with the aircraft in the incorrect configuration, a visual and
aural warning is generated.
The circuit is initiated by any throttle lever being advanced into the take off range.
The systems monitored depend upon aircraft type, but here are a few:
 Parking brake released
 Speedbrake selector in 'down' position
 Leading edge flaps in take off range
 Trailing edge flaps in take off range
 Pitch trimmed for take off
If any of these items are out of position when the throttles are advanced and the
aircraft is on the ground, the take off configuration warning operates.
EXAMPLE OF A TAKE-OFF CONFIGURATION WARNING SYSTEM SCHEMATIC

NOTES:

B1.1-011 Flight Controls Part 1

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AIR

A Subsidiary of Perth College

Aeroplane Systems: Flight Controls

Aeronautical Engineering Training Notes

All Rights Reserved

CHAPTER 2 : MANUAL CONTROL SYSTEMS

Issued January 2012 Contents 1

CHAPTER 6 : HIGH LIFT DEVICES

2 Contents Issued January 2012

CHAPTER 1 : INTRODUCTION TO FLIGHT CONTROLS

Control Surface Arrangement

Issued January 2012 Chapter 1 : Section 1 1

TYPICAL CONTROL SURFACE ARRANGEMENT

2 Chapter 1 : Section 1 Issued January 2012

A320 AIRBUS FLIGHT CONTROL SURFACES

Issued January 2012 Chapter 1 : Section 1 3

4 Chapter 1 : Section 1 Issued January 2012

SECTION 2 : HIGH LIFT DEVICES

Issued January 2012 Chapter 1 : Section 2 5

6 Chapter 1 : Section 2 Issued January 2012

SECTION 3 : LIFT DUMPERS AND SPEEDBRAKES

Issued January 2012 Chapter 1: Section 3 7

8 Chapter 1 : Section 3 Issued January 2012

CHAPTER 2 : MANUALLY OPERATED CONTROL SYSTEMS

Issued January 2012 Chapter 2: Section 1 9

TYPICAL LAYOUT OF MANUALLY OPERATED FLYING CONTROL SYSTEM

10 Chapter 2 : Section 1 Issued January 2012

CONTROL SYSTEM COMPONENTS

Fairleads And Cableguards

Pulleys And Cable Guards

Control Cable Seals

Issued January 2012 Chapter 2: Section 1 11

CONTROL CABLE SEAL TURNBUCKLES AND CABLE END FITTINGS

12 Chapter 2 : Section 1 Issued January 2012

FLYING CONTROL SYSTEM JAM AND SEVERANCE PROTECTION

Aileron Control System Jam Protection

Elevator Control System Jam Protection

Issued January 2012 Chapter 2: Section 1 13

AILERON AND ELEVATOR CONTROL DISCONNECTS

14 Chapter 2 : Section 1 Issued January 2012

MANUALLY OPERATED AILERON CONTROL SYSTEMS

OPERATION OF AILERON CONTROL SYSTEM

Issued January 2012 Chapter 2: Section 1 15

16 Chapter 2 : Section 1 Issued January 2012

CONTROL WHEEL MOVEMENT CONVERTED TO LINEAR MOTION OF PUSH PULL TUBE

Issued January 2012 Chapter 2: Section 1 17

18 Chapter 2 : Section 1 Issued January 2012

TYPICAL AILERON CONTROL SYSTEM

Issued January 2012 Chapter 2: Section 1 19

DIFFERENTIAL AILERON MOVEMENT

HOW DIFFERENTIAL AILERON MOVEMENT IS OBTAINED

20 Chapter 2 : Section 1 Issued January 2012

SCHEMATIC OF A CABLE OPERATED AILERON CONTROL SYSTEM

Issued January 2012 Chapter 2: Section 1 21

AILERON CONTROLS ATTACHED TO A SPRING TAB

22 Chapter 2 : Section 1 Issued January 2012

AILERON CONTROL SYSTEM USING CABLE AND PUSH PULL TUBES

Aileron Disconnect Unit

Issued January 2012 Chapter 2: Section 1 23

Aileron Position Transmitters

24 Chapter 2 : Section 1 Issued January 2012

SCHEMATIC OF AILERON SYSTEM

Issued January 2012 Chapter 2: Section 1 25