EASA B1.

1 : MODULE 11

AIRCRAFT
FLIGHT
CONTROL
SYSTEM

TOPIC 2 :
INTRODUCTION TO
AIRCRAFT FLIGHT
CONTROL

AXES OF CONTROL
An aircraft has 3 axes of control:
The longitudinal axis
The lateral axis
The vertical axis.

 The longitudinal axis runs along the

center of the fuselage, from the nose to
the tail. Movement about this axis is
called rolling
The lateral axis runs from wing tip to wing
tip. Movement about this axis is called
pitching
The vertical axis passes vertically through
the center of the aircraft. Movement
about this axis is called yawing.

AIRCRAFT PRIMARY FLIGHT

CONTROL DEVICES
Control wheel
- Located in front of pilot/co-pilot seat also
known as yoke. The function is to allow the
pilot to move the AILERON and ROLL the
aircraft by rotating the control wheel
Control Column
- The function is to allow the pilot move the
ELEVATOR and PITCH up/down the aircraft
by pulling or pushing the control column

 Rudder Pedal
- The pilot controls the RUDDER's
movement with rudder pedals on the
floor of the airplane to YAW the aircraft.
Pilot also uses them to steer the
airplanes nosewheel when on the
ground.

AIRCRAFT PRIMARY FLIGHT

CONTROL SURFACE
AILERON
- Hinged controls on the trailing edge
of the wing and near the wingtip, are
moved from the cockpit by the
rotating the control wheel
- They move differentially. When
control wheel rotated to the left, the
left aileron moves up and right
aileron moves down.

 ELEVATOR
- A surface hinged to its trailing edge of
horizontal stabilizer . Varies the tail load to
control the pitch attitude of the aircraft.
- The elevator is connected to the control
column. When the control column is
pulled, the ELEVATOR moves UP and
aircraft nose will PITCH UP
- Pushing the control column will forces the
Elevator down and aircraft nose will PITCH
DOWN

 RUDDER
- A vertical control surface hinged to the aft
of the vertical stabiliser and designed to
apply YAWING moments to the aircraft
- The movement of the rudder is controlled
by rudder pedals operated by the feet of
the pilot.
- When the right pedal is pressed, the
rudder deflects to the right, thus bringing
an increase of dynamic air pressure on its
right side. This will make the aircraft nose
yaw to the right.

TOPIC 3 :
FLIGHT CONTROL
SYSTEM

3.1 PRIMARY CONTROLS

Roll Aileron
Pitch- Stabilizer&Elevator, Stabilator,
Ruddervator,
Elevon
Yawing - Rudder

 AILERON
- Ailerons are primary flight controls that
provide roll control of the aircraft.
- They control aircraft movement about the
longitudinal axis. Ailerons are normally
mounted on the trailing edge of the wing near
to the wing tip.
- Some large turbine aircraft employ two sets of
ailerons. One set are in the conventional
position near the wing tip, the other set are in
the mid-wing position or outboard of the flaps.

 At low speeds both sets of ailerons

operate to give maximum control.
At higher speeds only the inboard
ailerons operate.
If the outer ailerons are operated at
high speeds, the stress is too high for
the wing structure to take the load.

ADVERSE YAW
- When ailerons are moved, the down
going aileron tends to produce more
drag (INDUCED DRAG) than the up
going one.
- If the down going aileron produces
too much drag then it may tend to
turn the aircraft in the wrong
direction

METHOD TO COUNTER ADVERSE YAW

-FRIESE AILERON
where the leading-edge of the aileron is
designed to protrude into the airstream when
the aileron is raised, thus causing extra (and
equalising) drag.
-DIFFERENTIAL AILERON
The down-going aileron to move through a
smaller angle than the up-going aileron. This
results in greater drag on the up-going aileron.

 ELEVATOR & STABILIZER

- The elevators are the control surfaces
which govern the movement of the aircraft
in pitch about its lateral axis. They are
normally attached to the hinges on the rear
spar of the horizontal stabiliser.
- When the control column of the aircraft is
pushed forward, the elevators move down.
The resultant force of the airflow
generated lift', acting upwards, raises the
tail and lowers the nose of the aircraft.

 STABILATORS
- Stabilators combine the action of a
stabiliser and an elevator.
- The stabilator is a complete all-moving
horizontal stabiliser which can change its
angle of attack when the control column
is moved and thereby alter the total
amount of lift generated by the tail.

 ELEVON
An example of combined-function
controls is found on delta-wing aircraft.
Controls with a dual-function (elevators
and ailerons) called elevons, provide
both pitch and roll. If it moves
symmetrically it will act as elevator .
Asymmetrically it will act as aileron

 RUDDERVATOR
- The fixed portions of the 2 surfaces serve as
both the horizontal and the vertical stabilisers.
- The movable surfaces may be moved
together to act as elevators by pushing or
pulling the control wheel
- They may be moved differentially to provide
the same function as the rudder by moving
the conventional rudder pedals.
- The purpose of the V-tail is to reduce both
weight and drag.

 CANARDS
- Conventional aircraft have the tailplane located at
the rear of the fuselage which provides a small,
stabilising down force. This means that the wing
has to produce slightly more lift to balance this
down force. As we have seen, in order for a wing to
produce lift it must also generate drag.
- With the tailplane located at the front of the
aircraft, the stabilising force is directed upwards.
This contributes to the total lift of the aircraft,
thereby reducing drag from the lift producing wing.

 RUDDER
- The rudder is a vertical control surface
that is hinged at the rear of the fin and is
designed to apply yawing moments.
- Pushing on right pedal,causes the rudder
to deflect to the right also. This causes
the rudder to generate a 'lifting' force
sideways to the left which turns the nose
of the aircraft to the right
- Some large aircraft utilize 2 rudder panel
to provide a level of redundancy.

3.2 SECONDARY CONTROL

HIGH LIFT DEVICE
- SLOTS
Some aircraft have fixed slots in the leading
edge of the wing to allow for a higher angle of
attack before the stall occurs.
Usually, the slot has no effect at low angles of
attack. If the angle is increased sufficiently, a
wing without slots will stall.
But, a wing with slots and the same aerofoil
section, at the same angle of attack, will have
the air ducted over the top surface, and it will
not stall.

 Wing slots are normally located in the

leading edge of the wing in front of the
ailerons.
Because the stall will begin at the root of
the wing, enough lift will be lost in this
area to let the aircraft nose drop while
there is still a good airflow over the
ailerons.
This means that lateral control can be
maintained throughout the stall.

 SLATS
- Many high-speed jet aircraft and some of the
high-performance STOL (short take-off and
landing) aircraft use movable slats in the leading
edge of the wing.
- At low angles of attack and cruise speed the
slats are selected in and form a normal leading
edge.
- At high angles of attack (AOA) and slower speeds,
e.g. during approach and landing, the slats are
extended.
- This allows a higher AOA before a stall (an airflow
separation) occurs. Thus reducing stalling speed.

 FLAPS
- Flaps are movable portions of a wing that
are used to alter the aerofoil shape.
Lowering the flaps increases both the lift
and the drag.

 TYPES OF FLAPS
-PLAIN FLAPS
Located at trailing edge & inboard side of aileron.
When it is lowered, both drag and the lift are
increased.
-SPLIT FLAPS
The trailing edge of the wing is split and the
bottom may be lowered. Increases both lift and
drag. However, because of the limited
effectiveness of both plain and split flaps both
types are no longer in use on modern aircraft.

 FOWLER FLAP
- Fowler flaps fit into the lower surface of the
wing. When they are extended, they slide
outward and downward on rails. Both camber
and wing area are changed, allowing an
appreciable increase in lift and a large increase
in drag.
SLOTTED FLAP
- A gap between the flap and the wing forces
high pressure air from below the wing over the
flap helping the airflow remain attached to the
flap, increasing lift compared to a split flap.

 Trim Tab
- In order to allow hands-off control and
also to reduce fatigue of the crew, trim
tab was introduced.
- Trim tabs moves opposite direction of
primary surface
- To correct an aircraft nose down out of
trim condition, the elevator tab is moved
down, resulting in the elevator moving
up.

 Fixed Trim Tabs

- A fixed trim tab section of sheet metal

attached to the trailing edge of a control
surface.
- Adjusted on the ground by simply bending
it up or down.
- Alternatively, the tab is connected to the
primary control by a ground-adjustable
connecting rod. Finding the correct
position for both types is by trial and error.

 Controllable Trim Tabs

- A controllable trim tab is adjusted by
mechanical means from the cockpit,
usually with an indication of its position
being displayed to the pilot.
- Most aircraft have trim on the pitch
control and more advanced aircraft have
trim on all three axes.
- Pilot control by lever, wheel , switch etc.
by mechanical, electrical or hydraulic

 Balance Tabs
- A balance tab is linked to the aircraft in
such a manner that a movement of the
main control surface will give an opposite
movement to the tab.
- Thus the balance tab will assist in
moving the main control surface.
- Balance tabs are particularly useful in
reducing the effort required to move the
control surfaces of a large aircraft

 Servo Tabs
- A servo tab is one that is directly
operated by the primary controls of the
aircraft.
- The control moves the tab and the tab, in
turn, develops forces which move the
main control surface.
- This system is also used to reduce the
effort required to move the controls on a
large aircraft.

Horn free to
pivot on hinge
axis

 Anti-Servo Tabs
- Stabilators are very sensitive because of the
great amount of surface ahead of the pivot
point.
- To decrease this sensitivity, an anti-servo tab
may be used. When the trailing edge of the
stabilator moves upward, the trailing edge of
the anti-servo tab moves up as well. (same
movement)
- This produces an aerodynamic load that
attempts to pull the trailing edge down.

 Spring Tab
- The spring tabs, like some servo tabs,
are usually found on large aircraft that
require large force to move the surface
- Purpose of the spring tab is to aid the
movement of a control surface. (opposite
movement)
- Spring tabs are progressive in their
operation so that there is little assistance
at slow speeds but much assistance at

Drag Inducing Device

Spoilers
- Spoilers are secondary control surfaces used
to reduce or spoil the lift on a wing.
- Normally consist of multiple flat panels
located on the upper surface of the wings
and lay flush with the upper surface of the
wing.
- When spoilers operated, the surface raises
and reduces the lift. Spoilers may be used
for different purposes

 Flight Spoiler
- Used in flight to reduce the amount of lift.
It assist the aileron providing roll motion
to the aircraft.
- Flight spoilers on down-going wing will
move upward thus aiding the rolling
movement to the aircraft.
- Normally positioned outboard of the
ground spoilers

 Ground Spoiler
- Ground Spoilers are only used when the
aircraft is on the ground
- They operate with the flight spoilers to
greatly reduce the lift on landing.
- It also will increase the drag after landing
to slow down the aircraft.
- Ground spoilers will normally be deflected
to their maximum position to give
maximum drag on landing.

 Speed Brakes
- Speed brakes are located either on the
fuselage or symmetrically on both wings.
- They are provided to allow the aircraft to
loose height at a steep gliding angle
without an excessive increase in speed.

TOPIC 4 :
AUXILIARY
DEVICES

4.1 AIRFLOW CONTROL

DEVICES
WING FENCES

- These devices are usually fitted to

aircraft with swept wings.
- Airflow over a swept wing, splits into
two components, one moving across
the wing chord parallel to the airflow
and the other flowing spanwise towards
the wing tip.
- The fences are fitted about mid-span,
on the leading edge of the wing and
extending rearwards.

 They are designed to control the

spanwise flow of the boundary layer air
over the top of the wing.
Also they will straighten the airflow over
the ailerons, improving their
effectiveness.

 Saw Tooth Leading Edge

- Commonly used on military aircraft
- The saw tooth is a small increase in wing
chord on the outer portion of the wing.
- The step where the change occurs, tends
to form an invisible 'wall' of high velocity
air, which flows over the wing and
straightens the spanwise flow.
- It functions as same as the wing fence but
removes the extra drag and weight penalty.

(sawtooth
leading

 Winglets
- Located at wingtip of the aircraft. These winglets
work best at higher speeds and will give better
airflow control and reduce the drag produced by the
wing.
- It does this by using the up-flow from below the
wing to produce a forward thrust from the winglet.
- The winglets add weight to the aircraft as well as
increasing parasitic drag, but the large reduction in
induced drag at the wingtip

4.2 BOUNDARY LAYER

CONTROL
Vortex Generator
- Vortex generators delayflow separationand
aerodynamic stalling, thereby improving the
effectiveness of wings and control surfaces

- They are installed on the front third of

awingin order to maintain steady airflow
over the control surfaces at the trailing edge

- A vortex generator creates a tip vortex

which draws energetic, rapidly-moving air
from outside the slow-moving boundary
layer into contact with the aircraft skin.
- The boundary layer normally thickens as
it moves along the aircraft surface,
reducing the effectiveness of trailingedge control surfaces.
- vortex generators can be used to remedy
this problem by "re-energizing the
boundary layer".

 STALL WEDGES
- Stall Wedges are small, wedge-shaped
strips mounted on the leading edge of the
wings at about one third span.
- They are designed to disrupt the
boundary layer airflow, at large angles of
attack approaching the stall, thus
ensuring the air stalls at the root of the
wing first.

 ACTIVE LOAD CONTROL

- It is a complex system that senses
disturbances in the air that may cause both
discomfort to passengers and crew
- The gusts that are about to hit the aircraft are
sensed either by a tiny pair of vanes on either
side of the nose or by accelerometers mounted
inside the nose of the aircraft.
- These instantly send a signal, 'bump coming', to
the flight control computers, which instantly
send a correcting signal to the elevators that
counter the bump and give a smoother ride.

4.4 MASS BALANCE

Since a control surface is hinged near its

leading edge, the C of G will be behind the
hinge.
In the case of an aileron, air load distort
the wing upwards, aileron will lag behind
and distort downwards producing an
extra upward aerodynamic force which
pushes the wing up and vice versa.
This phenomenon called flutter.


To prevent fluttering is to add weight
either within the leading edge of the
surface itself or externally, ahead of the
hinge line.
The addition of these weights, normally
made from lead or depleted uranium

externall
y

Internally

4.5 CONTROL SURFACE BIAS

True control surface bias is achieved
in manually operated controls by the
use of fixed or adjustable trim tabs.
However in order to overcome the
high stick forces on larger aircraft at
higher speeds, the surfaces
themselves are used to lighten the
forces.
This is referred to as Aerodynamic
Balancing

 Aerodynamic Balancing have 3 principal

ways of achieving it:

Horn Balance
Insert Hinge
Pressure Balancing

Horn Balance

A small part of the primary control

surface ahead of the hinge.
The airflow on this side assists the
movement of the control will attempt to
move the control further away from the
neutral position.
Air loads on the control side, aft of the
hinge, try to push the surface back
towards neutral.
If the proportion between forward and aft
area of the hinge is correct, the pilot will
feel that his control loads are more

 Inset Hinge
This method is similar to horn balance.
Instead of having a forward projection at
one or both ends of the control surface
The hinges are set back so that the area
forward of the hinge line, which projects
into the air flow when the control surface
is moved from neutral

Inset Hinge Balance

 Balance Panel
Balance panel used on some aircraft to
assist the pilot moving ailerons
Hinged balance panel forms a movable
partition for the sealed space ahead of
the ailerons
When aileron deflected upward the air
over its bottom surface speeds up and
produce low pressure below the balance
panel thus pulling the balance panel
down which assist the pilot holding the

4.7 STALL WARNING & PROTECTION

Definition of STALL?
A stall is a condition inaerodynamics and
aviation wherein the angle of attack
increases beyond a certain point such
that the lift begins to decrease.
Therefore aircraft require a system to
warn the pilot of an impending stall.
There are several stall-warning systems
in use:
Pneumatic
Electrical

Pneumatic Stall Warning System

This system is common on light aircraft.

In this system consist of:
Plenum chamber -mounted in the
wing leading edge.
Adjustable plate- Adjusted so that in
normal flight attitude a slot in the
plate coincides with the stagnation
point of the wing. Acts as part of the
leading edge.

How the system works?

The plenum chamber is connected by tube
to a horn/reed assembly in the cabin.
As the angle of attack is increased the slot
in the adjustable plate moves up from the
stagnation point.
The slot is so positioned that it reaches a
low pressure area sufficient to draw air
through the horn/reed assembly which will
emit a noise and alert the pilot to an
impending stall.

Electrical Warning System

This is typical of a system fitted to larger

aircraft.
This is a simple system that employs :
A micro-switch (transducer)
A vane.

The transducer is mounted in the wing

leading edge such that the operating
vane is at the stagnation point during
normal flight.

 As the aircraft angle of attack

increases ,operating vane effectively
moves up and away from the stagnation
point.
Until one point it will overcome a spring
pressure to deflect the vane and close the
micro-switch contacts.
This completes a circuit to illuminate a
warning light and sound a warning horn.
This should occur just prior to reaching
the stall.

Stick Shaker.

A small electric motor attached to control

column
The stall warning device may be
connected to the stick shaker/pusher
AoA transducer will send AoA data to a
computer.
A signal then will be send to stick
shaker/pusher when approaching stall
angle.
When activated, it turn an out-of-balance
wheel which causes the control column to
shake.

Stick Pusher

A stick pusher is normally incorporated

with astall warning systemsuch as a
aural alert or a stick shaker.
Warning system would energize prior to
the activation of the stick pusher.
This would allow the pilots the
opportunity to correct the high angle of
attack before the intervention of the stall
prevention system.

 Operation:
This system operates a pneumatic
jack/actuator connected to the elevator
control system.
Pneumatic supply came from bleed air
typically around 40 psi
When operated, it gives push to control
column to pitch down the aircraft.
Pilot can override it by switch located at
control column.
In some aircraft, the stick pusher can be
overpowered by the pilot

TOPIC 5 :
SYSTEM
OPERATION

5.1 Mechanical System Component

Each flight control system consists of
three main sections:
Input/handling device
Transmitting system/device
Control surface

A. Input/handling device

Control columns/wheel all have the same

purpose to :
Move the ailerons and elevators. They can be
moved within the lateral and longitudinal
axis. This usually used in light aircraft.

The control about the yaw axis is done by

means of pedals. All pedals have two or
three functions:
Rudder control
Landing gear brake actuation
Nose wheel steering.

Besides the main control input

assemblies there
are:
Trim wheels for all three control
directions
The flap lever
Electrical switches for alternate control
of trim motors in addition to automatic
controls.

In large aircraft, the secondary control

inputs are located at the centre pedestal
and the trim and autopilot switches at the
control wheel.

B. Transmitting system/device
The transmitting system consists of:
Control Cable, cable drums, pulleys,
turnbuckles, tension regulators and cable
quadrants
Control rod, levers and cranks
Complete control servo systems with
hydraulic power supply, valves.

Control Cable
Aircraft control cable is available on
both Corrosion Resistant Steel (CRES)
and Carbon Steel
CRES cable more expensive and has
a lower strength but its longer life
make it better for use where
corrosion may be a problem.

 Three types of cable

Non-flexible = 1 X 7 , 1 X 19
Flexible = 7 X 7
Extra-flexible = 7 X 19

* What does 1st and 2nd number indicates?

Cross sectional of cables

Non-flexible is used for straight run where

the cable does not run over any pulleys

Flexible can be used for straight run where

the pulleys are large but should not use
under extreme flexing
Extra flexible is widely used for primary
flight control system
*The min size that should be use in primary
control system is 1/8 inch

Turnbuckle
Turnbuckles are used to adjust cable
tension
Turnbuckles consist of threaded cable end
and turnbuckle barrel.
Turnbuckle consist of right and lefthand
thread which can be identified with a
groove for left hand thread.
2 methods to safety a turnbuckle by
wirelocking or locking clip

 Locking clip

Anti-twist protection for modern

turnbuckles consists of clips.
The threads must have splines, which
must be set congruently for
protection to be able to insert and
lock the clip.
The advantage is absolute protection
against twisting.

 Lockwire
The older type of turnbuckle
protection has a lock wire.
This is available with two options,
with two wires or with one wire.
The disadvantage is that there is no
guaranteed protection against
twisting

Pulley
Pulleys are grooved wheels used to change
cable direction and to allow the cable to move
with a minimum of friction.
Made from layers of cloth impregnated with
phenolic resin and fused together.
Pulleys are provided with grease-sealed
bearings, and usually do not require further
lubrication.
Must be provided with cable guards to prevent
cable from slipping off.

Cable Quadrant
Cable quadrant can be considered as
being a flat cable drum.
Allowing only a few degrees of rotation.
Its operation is similar to that of a two
armed lever, but with a constant lever
arm

Bellcranks
Abell crankis a type ofcrankthat changes
motion through an angle.
The angle can be any angle from 0 to 360
degrees, although 90 degrees and 180
degrees are common.
When one arm is pulled or pushed, the bar
rotates around the pivot point, pulling or
pushing on the other arm.

Cable Tension Regulator

As the cables are made of steel and the

airframe structure is made of aluminium
alloy.
Unequal expansion of two components
Any excessive tension or slackening of
the cables will damage pulley also cable
can slipped off from pulley
Both these possibilities can be avoided by
the use of automatic cable tension
regulators.

 A cable tension regulator consists of

two compression springs and a locking
cross-beam.

Torque Tube
A hollow metal tube
Transmit a TORSIONAL force from
actuating control to control surface
Usually utilized at flap system
For large aircraft, uses electric or
hydraulic motor to actuate control
surface such as slat and flaps

Control Rods
Control rods are able to transmit control
forces in both push and pull directions.
They are made of aluminium alloy tubes
which have threaded inserts at both ends.
External threaded end fittings fitted to
the tubes.
Can be adjust length by turning the rod in
a small number of turns.

PURPOSE ?
?

Fairlead
Used to stop cable from vibrating or
preventing cable rubbing on aircraft
surface.
Ensure proper movement without cable
damage.
Non movable parts & allow only 3
DEGREES change in cable direction.
Made from material softer than the cable

Control Chain

Chains are used for short distances and

when the control velocity is not very high.
Typical examples are manual trim drives
and the interconnection of control wheels
in light aircraft.
Chains used for aircraft purposes are
generally of the simple roller type
Simple roller chain consists of outer and
inner plates, rollers, bearing pins and
Bushes
Three principal dimensions: Pitch, Width
between inner plates and Roller diameter.

C. Control Surface
Early generation of aircraft use
conventional mechanical controls to move
the controls surface.
As presented earlier its normally consist
of cables, chains and torque tubes as
presented earlier
The control surface on this type of system
would normally be operated by a
conventional control column ,control
wheel, pedal and lever.
Operation of this is instinctive to the pilot.

Example: Operation of Manual Flight control System

AILERON
There are two ailerons installed, one at the
outboard trailing edge of each wing.
The ailerons are manually operated by dual
control wheels.
The linkage from the control wheels to the
ailerons consists of an arrangement
Pulleys
cables
quadrants
push-pull rods
levers
Bell cranks

RUDDER
The aircraft is controlled about the yaw
axis by a rudder control system.
The linkage from the pedal assemblies to
the rudder and the tab consist of an
arrangement of
Pulleys
Cables
Quadrants
Push-pull rods
Levers
Bellcranks

 The control cables leave the pressure

compartment through pressure fairleads
at the rear pressure bulkhead.

 The elevator is connected to control column in

the cockpit by:

Pulleys
Cables
Push-pull rods
Bellcranks

Pulling back the control column, pulls the

elevator up cables and rotates the top elevator
bell crank forward
The control horn on the bottom of the elevator
torque tube is attached to the bell crank with
push pull rod,
As the bottom of the bell crank moves back
pushes the elevator up

D. Powered Flight Control Unit (PFCU)

In large modern aircraft that fly at high
speeds, the air loads on the flying control
surfaces far exceed the ability of the pilot
to move them manually.
To overcome this problem hydraulic
pressure is used to move the control
surfaces, a POWERED FLYING CONTROL
UNIT being used to convert hydraulic
pressure into a force exerted on the
control surface.

 PFCU consists of :
hydraulic jack
The body of fixed to the aircraft structure
Ram via a linkage to the control surface.

The servo valve which is connected to the

pilot's controls by a system of cables or
pushrods.(INPUT)
Directs fluid to either side of the jack piston
and directs the fluid from the other side to
return.
Jack ram will displaced and as this is
connected to the control surface via pushrods
(OUTPUT), the control surface is moved.

 There are 2 types of PFCU:

Valve Ram
Consist of servo valve and ram assembly
supplied
with hydraulic power from the
Aircraft`s hydraulic
system.

Self Contained
Consist of self contained unit with its own
hydraulic system with an electrical supply
from the aircraft`s electrical system to
operate the hydraulic pumps. Also contains
servo valves a ram assembly

Valve Ram Type

This type can be mounted in two
ways:
Power Assisted Operation
Power Operated Control

Power Assisted Control

Input and output link connected in such a
way that some of the loading felt by the
control surface is felt by the pilot (feedback)
The pilot will feel a proportion of this
loading by the ratio a:b. There is a lost
motion bush system (allow small play) at
the connection of the jack ram to the lever
The link between control surface & control
column is designed in a way that some of
the control surface load is imposed to the
control column providing proportional
feedback to pilot.

Power Operated Control

Operated by hydraulic power. Input from

pilot move the servo valve to allow
hydraulic fluid to operate hydraulic jack &
move control surface. Pilot has no feel
therefore artificial feel is provided.
PFCU body move the control surface, jack
ram is attached to the structure.
Summing link between pilot input and
PFCU output is use as the negative feed
back link.

Manual Reversion
Manual reversion allows the pilot to operate
the controls manually should the PFCU fail.
Manual operation will be heavy with
reduced control authority but it is a reliable
emergency standby measure.
When manual reversion occurs the pilot will
move the control surface directly via the
PFCU.
In this case the unit just acts as another link
in the system.

Self-Contained PFCU
No external hydraulic power supplies
Internally they have their own complete
hydraulic (built-in) system
The only external connections are
electrical and the control rods
An electric motor continuously drives a
bank of hydraulic pumps.
Movement of the pilots input causes a
servo valve to move the main bank of
pumps, which causes fluid to be pumped
to one side of the jack.

ELECTRICAL FLIGHT CONTROL

Many modern aircraft use electrical inputs
to the powered control units.
This eliminates the need for mechanical
controls and all of the chains, pulleys,
fairleads and linkages associated with
this type of system.
This topic is covered in more detail in the
Fly By Wire section.

 The electrical flight control computers are

designed to ensure a high degree of safety.
This is accomplished by using a high level of
redundancy which consists of multiple
computers installed in the aircraft, in order
to assure aircraft control.
Each computer is also composed of one
control unit & one monitoring unit. Control &
monitoring software are different and the
control and monitoring units are physically
separated

TOPIC 6 : `Q` FEEL

Due to fully powered aircraft control, pilot
has no feel of the loads on the control
surfaces that could overstress or over
control the aircraft and control system
Artificial feel device is incorporated in the
control system give some indication of
the aerodynamic force to prevent that
overstress or over control.

 Various types of synthetic feel

devices are used to simulate control
surface loadings which are:
Spring Feel
Hydraulic Feel Simulator

(Calibri, Font 32, Black)

otnote on all slide except for Main Slide, Aligned to be at the bottom in the midd

(Slide Number, Aligned to be

at the bottom on the right)