AE624(18)

AIRCRAFT SYSTEMS

TOPIC 02
FLIGHT CONTROL
SYSTEM
by: Engr. Venice D. Portes, AE
 INTENDED LEARNING OUTCOMES
Explain the fundamental principles of flight control, including
the aerodynamic forces and moments that influence aircraft
stability and maneuverability.
Differentiate between primary and secondary flight controls,
describing their respective roles, functionalities, and
contributions to aircraft control and performance.
Illustrate the mechanical and electronic linkages involved in
flight control systems, including cables, rods, and fly-by-wire
technologies, and their importance in transmitting pilot inputs
to control surfaces.
TOPIC 02 OUTLINE OF SUB-TOPICS

Operating Principles
Primary Flight Controls
Secondary Flight Controls
Powered Flight Controls
 Principles of Flight Control
The motion of an aircraft is defined in relation to
translational motion and rotational motion around a
fixed set of defined axes.

Translational motion is that by which a vehicle travels from

one point to another in space.

Rotational motion relates to the motion of the aircraft around

three defined axes: pitch, roll and yaw.

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 Six Degrees of Freedom
Six-degrees of freedom is a term that
indicates the freedom of movements of a rigid
body in 3-dimensional space.

Any possible movement of a rigid

body, simple or complex, can be
expressed with a 6 DOF combination.

The body can change position with these The orientation can also change, with a rotation
transitions: about three perpendicular axes, often called:
forward/backward (surge – X axis), YAW (normal axis),
left/right (sway – Y axis), PITCH (transverse axis),
up/down (heave – Z axis). ROLL (longitudinal axis).

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 Purpose of Controls
For steady flight, the aircraft must be
in a state of balance.
Zero moments around the axes.

The controls enable this to be

achieved for all possible
configurations and C.G. positions.
This enables the pilot to exercise
control over the aircraft during
all portions of the flight.

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 Purpose of Controls
Secondly the controls will be required to maneuver the aircraft around its
three axes:

Longitudinal axis (roll axis)

Lateral axis (pitch axis)

Normal axis (yaw axis)

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 The flight controls can be divided into two (2) groups:

About Us
Primary controls
Aileron
Elevator
Rudder

Secondary controls
Flaps
Slats
Spoilers
Tabs

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 Primary Flight Controls

Aileron, elevators, and rudder are the

primary controls. These controls are
used to maneuver the aircraft about its
three (3) axes.

Elevator

Aileron

Rudder

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 Moments around the axis

Longitudinal axis. Rotation around the

longitudinal axis is rolling and is
controlled by the ailerons, or for some
aircraft, spoilers, or by a combination of
the two.
Lateral Axis. Rotation around the lateral
axis is pitching and is controlled by the
elevators, or by a moving tailplane.
Normal Axis. Rotation around the
normal axis is yawing and is controlled
by the rudder.

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 On some of aircraft, rotation around two of the axes
may be achieved with one control surface:

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The elevon (elevator and aileron) used on tail-less aircraft gives both pitching and
rolling.
The ruddervator (V-tail) gives both pitching and yawing
The stabilator a moveable tailplane combining the dual function of horizontal
stabiliser and elevator i.e. gives both longitudinal stability and control.

The movement of the flying control surfaces in response to the

movement of the cockpit controls may be achieved:
Mechanically. The control surfaces are connected directly to the cockpit controls by a
system of cables, rods, levers and chains.
Hydraulically. The control surfaces are moved by hydraulic power. The control valve
may still be operated mechanically.
Electrically. Movement of the cockpit control sends an electrical signal to the control
surface. The movement of the control may be achieved hydraulically.

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 A bit of flight control history...
On December 17, 1903, the Wright brothers flew their "Flyer" four times,
with their longest flight lasting 59 seconds and covering 852 feet.
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The Wrights steered their 1903 Flyer with a hip
cradle.
Moving the cradle caused the wings to twist,
which in turn caused the plane to "roll" (bank).
The cradle was also connected to the rudder,
which controlled the plane's "yaw" (rotation
around a vertical axis).

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 A bit of flight control history...
The elevator control was operated by the pilot's
left hand and was connected by a pulley system to
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the plane's elevator.
With this control the pilot could adjust the tilt
of the elevator and alter the plane's "pitch," or
its nose-up/nose-down orientation relative to
level ground.

To assist in making a turn, the Wrights realized that the

plane would have to bank, or lean, in the direction of the
turn.
To achieve this ability, they developed the idea of twisting
the entire wing, or wing warping.
The twisting caused one end of the wing to have more
lift and the other end to have less lift.
In modern airplanes, this is done by the aileron.

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 Secondary Flight Controls
They are intended to improve the aircraft performance characteristics or
to relieve excessive control loading.

High-lift devices Tabs

Flaps Trim tabs
Slats
Balance tabs
Krueger flaps
Anti-servo tabs
Spoilers / Speed brakes Servo tabs (Flettner tabs)
Ground spoilers Spring tabs
Roll spoilers
Flight spoilers (speed brakes)

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 Secondary Flight Controls
High-lift devices

Flaps
Consisting of a hinged panel or
panels mounted on the trailing edge
of the wing. © Mike James - Boeing 727 triple slotted Fowler flaps
When extended, they increase the
camber and, in most cases, the
chord and surface area of the wing
resulting in an increase of both lift
and drag and a reduction of the stall
speed.
© Anderson, Introduction to Flight - NACA 4415 Airfoil

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 © EASA ATPL Book 2 - Trailing Edge Flaps

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 Secondary Flight Controls
High-lift devices

Slats
Extendable, high lift devices on the leading © stolspeed.com - Savannah aircraft LE flaps
edge of the wings of some fixed wing aircraft.
Increase lift during low speed operations
such as takeoff, initial climb, approach and
landing.
They accomplish this by increasing both the
surface area and the camber of the wing by
deploying outwards and drooping
downwards from the leading edge.

© Wikimedia - Flow over extended slat

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 Secondary Flight Controls
High-lift devices

Slats
Coanda effect - a moving stream of
fluid in contact with a curved surface will
tend to follow the curvature of the
surface rather than continue traveling in
a straight line.
If the angle of attack is too high, the air
flow will no longer follow the curve of
the wing causing cavitations - causes
heavy vibrations on the wing and greatly
© formula1-dictionary.net - Coanda Effect
decreases the efficiency of the wing.

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 Secondary Flight Controls
High-lift devices

Krueger flaps
Mounted on the bottom surface of the
wing and are hinged at their leading
edges. Actuators extend the flap down © revedavion.com - Boeing 727 Krueger Flaps
and forwards from the under surface of
the wing thus increasing the wing
camber which, in turn, increases lift.
The aerodynamic effect of Krueger flaps
is similar to that of slats.

© Skybrary - Krueger flaps

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 Secondary Flight Controls
Spoilers

Ground Spoilers
Maximize wheel brake efficiency by
"spoiling" or dumping the lift generated
by the wing and thus forcing the full
weight of the aircraft onto the landing
gear.
During the landing ground roll or during
a rejected takeoff, all spoiler panels are
extended to their maximum angle.
© Jagrata Banerjee

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 Secondary Flight Controls
Spoilers

Roll spoilers
One or more of the spoiler panels will
deflect in harmony with the aileron on
the associated wing to enhance roll
authority and response.
Roll commands normally take priority
over a speedbrake command and
spoiler panels will extend or retract
accordingly.

© Martin La Grange

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 Secondary Flight Controls
Spoilers
Flight spoilers (speed brakes)
The maximum deflection of the panels
(symmetrically by pilot selection) while
airborne is normally limited to an angle
which is less than the deflection
achieved in ground spoiler mode.
•Various aircraft have built in protections
that will automatically command speed
brake retraction below a certain © Wikimedia - Boeing 767-323ER spoilers on descent
airspeed, with flaps selected beyond a
given position or with thrust levers set
above a specific angle.

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 Secondary Flight Controls
Tabs
What are tabs?
Small secondary flight control surfaces set into the trailing edges of the primary
control surfaces.
Functions of tabs
Reduce the work load required of the pilot to hold the aircraft in some constant
attitude.
Aid the pilot in returning a control surface to neutral or trimmed-center
position and to maintain straight and level flight.
Usually, movement of the tab in one direction
causes a deflection of the surface in the
opposite direction.

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 Secondary Flight Controls
Tabs

Fixed trim tab

Adjusted on the ground by bending to the
appropriated direction.
© aircraftsystemstech
Adjustment is only trial and error method
and the aircraft must be flown and the
trim tab adjusted based on the pilot’s
report.
Found on light aircraft and are used to
adjust rudders and ailerons.

© boldmethod - Ground adjustable method

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 Secondary Flight Controls
Tabs

Adjustable trim tab

Controlled from the cockpit to alter
the camber of the surface and create
an aerodynamic force that will hold
the control surface deflected.
Movement of the tab in one direction
causes the deflection of the control
surface in opposite direction.

© boldmethod

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 Secondary Flight Controls
Tabs

Balance tab
Used to decrease excessive control
forces.
When the control surface is moved,
the tab moves in the opposite
direction. Thus, the aerodynamic force
acting on the tab assist to move the
main control surface.
Anti-balance tabs are also called anti-
servo tabs.

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 Secondary Flight Controls
Tabs
Anti-servo tab
All moving tailplane (horizontal
stabilizer) do not have a fixed stabilizer
in front of them, and the location of
their pivot point makes them
extremely sensitive. To decrease this
sensitivity, an anti-servo tab may be
installed on the trailing edge.
Works in the same manner as the
balance tab except it moves in the
same direction. © PHAK, Stabilator Components

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 Secondary Flight Controls
Tabs
Servo tab (Flettner tab)
In large aircrafts, the control surfaces are
operated by power-operated hydraulic actuators
controlled by valves moved by control yoke and
rudder pedals.
In the event of hydraulic system failure, the
control surfaces are controlled by servo tabs in a
process known as manual reversion.
In the manual mode, the flight control column
moves the tab on the c/surface and the
aerodynamic forces caused by the deflected tab
moves the main control surface.
© PHAK, Servo tabs

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 Secondary Flight Controls
Tabs

Spring tab
Under normal flight loads, the spring tab
remains fixed to the control surface and
serves no purpose. But, when the air loads
are high and a large amount of force is
needed to move the control surface, the
torsion rod twists, and the control rod
moves the spring tab in a opposite to that
of the surface on which it is mounted.
© PHAK, Many tab linkages have a spring tab that kicks
It acts as a servo tab and aids the pilot in in as the forces needed to deflect a control increase with
moving the control surface. speed and the angle of desired deflection

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 Combination Flying Controls
Stabilator

Combines the function of a horizontal

stabilizer and an elevator.
Normally equipped with an anti-servo tab,
which doubles as a trim tab.

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 Combination Flying Controls
Ruddervators

When serving as elevators, the surfaces on

each side of the tail move in the same
direction, either up or down.
When serving as rudder, the surfaces move
in opposite direction, one up and one
down.
When combined rudder and elevator
control movements are made, a control-
mixing mechanism moves each surface the
appropriate amount to get the desired
elevator and rudder effect.

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 Combination Flying Controls
Flaperon

Combine the operation of flaps and ailerons.

These types of control surfaces are found on
some aircraft designed to operate from short
runways.
From the lowered position the flaperon can
move up or down to provide the desired
amount of roll control while still contributing
to the overall lift of the wing.

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 Combination Flying Controls
Elevons

Elevons are aircraft control surfaces that

combine the functions of the elevator and the
aileron.
Found on delta wing aircraft. On this type of
aircraft the wings are enlarged and extend to
the back of the plane.
There is no separate horizontal stabilizer
where you would find the elevators on
conventional straight-wing aircraft.

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 Conventional system components

A manually operated elevator control system for a light

aircraft, showing the main components required.

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 Conventional system components
Rearward movement of the control column causes upward movement of the
elevator, causing the aircraft to pitch nose upwards, and vice versa.
Control in roll is achieved by ailerons. Turning the control wheel to the right
causes the right aileron to move up and the left aileron to move down, giving
roll to the right.
Control in yaw is given by the rudder. Moving the right rudder pedal forward
causes the rudder to move to the right and causes the aircraft to yaw to the
right. These movements are obtained by similar arrangements of cables, push-
pull rods and chains for the elevator.
The primary flying controls in a manually operated control system are
reversible. That is, a force applied to the cockpit control will move the control
surface, and also, a force applied to the control surface will cause the cockpit
control to move.

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 Conventional system components
Push Pull Rods

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 Conventional system components
Turnbuckes
A turnbuckle, stretching screw or bottlescrew is a device for adjusting the
tension or length of ropes, cables, tie rods and other tensioning systems.

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 Conventional system components
Stops
Control-stop mechanisms may be
incorporated into the flight control
linkages, or movement of the control
column and/or rudder pedals may be
limited.
The purpose of these design limits is
to prevent the pilot from
inadvertently overcontrolling and
overstressing the aircraft during
normal maneuvers.

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 Conventional system components
Bellcrank
A double lever in an aircraft control
system used to change the direction of
motion.
Bell cranks are normally used in aileron
controls and in the steering system of
nosewheels.

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 Conventional system components
Fairleads
A fairlead is a device to guide a line,
rope or cable around an object, out
of the way or to stop it from moving
laterally.
Typically a fairlead will be a ring or
hook. The fairlead may be a
separate piece of hardware, or it
could be a hole in the structure.

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 Mechanical Flight Control System
Basic method of controlling an aircraft.
Used in early aircraft and currently in
small aircraft where the aerodynamic
forces are not excessive.
It uses a collection of mechanical
parts such as rods, tension cables,
pulleys, counterweights, and
sometimes chains to transmit the
forces applied from the cockpit
controls directly to the control
surface.

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 Mechanical Flight Control System
Push Pull Rod System

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 Mechanical Flight Control System
Cables & Pulleys System for Elevator Control

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 Mechanical Flight Control System
Aspect Push-Pull Rod System Cables and Pulleys System

Basic Structure Rigid rods transmitting force via compression and tension Flexible cables transmitting force via tension only

Weight Generally heavier due to rigid components Lighter, as cables are more lightweight than rods

Complexity Simpler in terms of layout; fewer moving parts More complex with multiple pulleys and cable paths

Requires regular inspection for cable wear, fraying, and tension

Maintenance Lower maintenance, as rods are more durable
adjustment

Reliability High reliability, less prone to stretching or slack Can lose effectiveness if cables stretch or break

Response More direct, with little or no play in the system May have some play or delay due to cable stretch or deflection

Common in older and larger aircraft where flexibility is

Application Common in smaller aircraft and tight control systems
required

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 Powered Flying Control System
On some modern aircraft, the flying controls are subjected to heavy loads due either to
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the movement of large control surfaces or by the operation of the controls at high
speeds.

To reduce the stick forces created by heavy air loads, hydraulic or electric power is
used. The majority of powered flying controls are hydraulically operated and depending
on the degree of assistance required, will depend on whether they are fully powered or
power assisted.

The essential components of a simple power operated control system are:

A hydraulic actuator
These components must also incorporate some form of
A servo or control valve control ‘follow up’ or ‘feed back’ to ensure that the control
An artificial feel unit surface movement is proportional to the amount of selection
made and some form of feel which is proportional to the air
loads on the control surfaces.

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 Powered Flying Control System

© EASA ATPL Book 2 - System requirements

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 Powered Flying Control System
Power operated flying controls

© EASA ATPL Book 2, A fully powered flying control unit.

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 Powered Flying Control System
Power operated flying controls

© EASA ATPL Book 2, A power assisted flying control unit.

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 Powered Flying Control System
Artificial Feel Units
When hydraulic actuators are used to operate the controls, hydraulic pressure
moves the control surfaces thus removing from the pilot’s control any control
feel. Under these conditions the pilot would have no idea of the required
amount of control surface movement to make and hence would be in danger of
over controlling the aircraft.
To prevent this from happening, artificial feel units are fitted to these systems
which are designed to give the pilot control feel which is proportional to the speed of
the aircraft and to the amount of control surface movement made.
A fully powered flying control unit is irreversible, and requires an artificial feel
system.
A power assisted flying control unit is reversible, allowing feedback to the
cockpit controls, and does not require an artificial feel system.

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 Powered Flying Control System
Artificial Feel Units

© EASA ATPL Book 2, Simple spring box artificial feel unit

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 Powered Flying Control System
Artificial Feel Units
PFCU - Powered Flying Control Unit

A ‘Q’ pot unit contains a simple piston

which is connected through a double
linkage to the control column so that
whichever way the control column moves,
the piston will be pulled forward against
pitot pressure which is admitted to the
forward side of the pot.
The rear side of the pot is open to static to
enable the pressure on the front side of
the piston to measure dynamic pressure
which ensures that control feed is © EASA ATPL Book 2, Simple ‘Q’ pot artificial feel unit
proportional to aircraft speed.

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 Powered Flying Control System
Artificial Feel Units

To be effective, these ‘Q’ pots would

have to be very large and so nowadays
these units are used in conjunction
with a hydraulic spool valve selector
which supplies hydraulic fluid to the
piston. © EASA ATPL Book 2, Simple ‘Q’ pot artificial feel unit

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 Powered Flying Control System
Fly-By-Wire (FBW) Systems
A powered flying control system that uses electronic inputs to a solenoid operated
servo valve rather than the mechanical inputs on conventional power controls.
The pilot operates the flight deck controls, which may be a side stick as with
Airbus aircraft or a conventional control column and rudder pedals. This in turn
operates transducers which convert the mechanical input into an electrical output
which is amplified, processed by computers with the processed command signal
providing the input to the servo valve which controls the movement of a hydraulic
actuator.
The A320 is a typical example of an aircraft with a FBW system in which all
surfaces are actuated or operated hydraulically and are electrically or
mechanically controlled.

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 Powered Flying Control System
Fly-By-Wire (FBW) Systems
The main controls architecture of an A320 is as follows:
Pitch Control
Elevator control electrical.
Stabilizer control electrical for normal or alternate control. Mechanical for
manual trim control.
Roll Control
Ailerons electrical.
Spoilers electrical.
Yaw Control
Rudder mechanical with electrical for yaw damping, turn co-ordination and
trim.

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 Powered Flying Control System
Fly-By-Wire (FBW) Systems
Slats and flaps
Electrical.
Speed brakes
Electrical.

The flight deck controls consist of two side sticks, conventional rudder pedals and
pedestal mounted controls and indicators.

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 Powered Flying Control System
Fly-By-Wire (FBW) Systems
Electrical control is by three types of computer:
ELAC (Elevator Aileron Computer)
There are two of these computers which control the ailerons, elevators and
stabilizer.
SEC (Spoilers Elevator Computer)
There are three of these computers which control the upper wing surfaces
and the standby elevator and stabilizer.
FAC (Flight Augmentation Computer)
Two computers for electrical rudder control.

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 Powered Flying Control System

© EASA ATPL Book 2, Fly by wire block diagram

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 Flight Control Redundancy
Safeguards to eliminate the possibility
of loss of control in the event of
hydraulic or electrical failure must be
provided on modern transport
aircraft. This is generally achieved by
building some form of redundancy
into the control system. Splitting the
control surfaces into two or three
sections, each powered by separate
actuators and hydraulic systems is the
usual method.

Computer system redundancy is also

provided in the case of Airbus aircraft
as shown. © EASA ATPL Book 2, Flight control redundancy

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 Topic 02 Suggested Readings:

Chapter 1 - Flight Control System

“Aircraft Systems: Mechanical, Electrical, and Avionics
Subsystems Integration” by Ian Moir and Allan Seabridge

Chapter 1 - Aircraft Structures

Chapter 2 - Aerodynamics, Aircraft Assembly, & Rigging
“Aviation Maintenance Technician Handbook - Airframe” by the
U.S. Federal Aviation Administration

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 THANK YOU
For concerns, free to contact me via the ff.:
[email protected]
6th Floor Building 3, Aero/AMT Department Office