Unit – 80 : Aircraft Hydraulic

Systems

Unit Code - J/600/7254

QCF Level 3: BTEC Nationals
 Learning Outcomes
1. Understand hydraulic transmission principles and the
aircraft applications for hydraulic power
2. Understand the purpose and operation of hydraulic
power supply systems and their associated components
3. Understand the construction, purpose and operation of
aircraft landing gear and retardation systems and their
associated components
4. Understand the construction, purpose and operation of
manual control systems and the purpose and operation of
hydraulic flight control systems and their components.
 Syllabus for Learning Outcome-4
LO- 4: Understand the construction, purpose and operation of
manual control systems and the purpose and operation of
hydraulic flight control systems and their components.
Manually operated systems and components: construction, purpose
and operation of rod and cable operated systems eg primary
control surface systems, trim and balance tab systems,
cable/pulley and control rod systems, cables, cable tension
regulators, turnbuckles, eye and fork ends, bell-cranks, pulleys,
fairleads, control rigging
Hydraulic powered systems and components: purpose and operation
eg primary and secondary control systems, lift augmentation
systems (flaps, slats), lift reduction systems (lift dumper,
spoilers, speed brakes), other systems (such as artificial feel,
Mach corrected trim, stall control, protection and warning,
rudder limiter and gust lock systems), systems interfacing
Axes Of An Aircraft
Axes Of An Aircraft
 Motions
 The motion about the longitudinal axis is called roll.
 The motion along the lateral (crosswing) axis is called pitch.
 The motion about vertical axis is termed yaw.
 Roll
 If pilot moves the control stick to the right, the right aileron
moves up & the left aileron moves down. More lift on left
wing & less lift on right wing.
 So aircraft roll to the right.

Left side

Right side
 Pitch
 To Climb, pilot pulls the control stick backwards. So elevators
deflect upwards & lift decreases in the tail. So nose goes up &
tail goes downwards.
Yaw
 Control Surfaces
 Primary Flight Control Surfaces
(Aileron, Elevator, Rudder)
 Secondary Flight Control Surfaces
(Trim tabs, Spring tabs)
 Auxiliary Flight Control Surfaces
(Flaps, Slats, Slots, Spoiler)
Control Surfaces
Control Surfaces
 Aileron Control
 Aileron respond to side pressure of the control stick.
 Pressure applied to move the stick toward the right raises the
right aileron and lowers the left aileron, causing the aircraft to
bank to the right.
 Ailerons are linked together by control cables so that when
one aileron is down, the opposite aileron is up.
 The function of the lowered aileron is to increase the lift by
increasing the wing camber. At the same time, the down
aileron also creates some additional drag since it is in the
area of high pressure below the wing.
 The up aileron, on the opposite end of the wing, decreases lift
on that end of the wing. The increased lift on the wing whose
aileron is down, raises this wing.
 This causes the aircraft to roll about its longitudinal axis .
 Aileron Control

 Sideways movement of the pilot’s control stick will cause the

aileron on one wing to move upwards and, simultaneously,
the aileron on the other wing to move downwards
 The unequal wing lift on each side of the aircraft produces a
roll
 Aileron Control

L
 Elevator Control
 When the nose of an aircraft is raised or lowered, it is rotated
about its lateral axis.
 Elevators are the movable control surfaces that cause this
rotation. They are normally hinged to the trailing edge of the
horizontal stabilizer.
 The elevators are used to make the aircraft climb or dive and
also to obtain sufficient lift from the wings to keep the aircraft
in level flight at various speeds.
 The elevators can be moved either up or down. If the elevator is
rotated up, it decreases the lift force on the tail causing the tail
to lower and the nose to rise.
 Elevator Control
 If the elevator is rotated downward, it increases the lift force on
the tail causing it to rise and the nose to lower. Lowering the
aircraft's nose increases forward speed, and raising the nose
decreases forward speed.
Elevator Control
 Rudder Control
 Turning the nose of the aircraft causes the aircraft to rotate
about its vertical axis. Rotation of the aircraft about the vertical
axis is called yawing.
 The rudder is a movable control surface attached to the trailing
edge of the vertical stabilizer.
 To turn the aircraft to the right, the rudder is moved to the right.
The rudder protrudes into the airstream, causing a force to act
upon it. This is the force necessary to give a turning movement
about the center of gravity which turns the aircraft to the right.
 If the rudder is moved to the left, it induces a counterclockwise
rotation and the aircraft similarly turns to the left.
Rudder Control
Rudder Control
 Flight Control System
Aircraft flight control systems consist of flight control surfaces,
the respective cockpit controls, connecting linkages, and the
necessary operating mechanisms to control an aircraft's
direction in flight.
Nowadays two great categories of flight control systems can be
found
Push Pull Rod

1. Mechanical Control
System
Cable Pulley
Hydraulically Powered
2. Powered Control
System Electrically powered
Push Pull Rod System
 Push Pull Rod System
• sequence of rods links the control surface to the cabin
Input
• A stiff rod or hollow tube in an aircraft
control system that moves a control surface by either
pushing it or pulling it
• Construction is made of:
1. Control Rod
2. Bell Crank Lever
3. Idler Lever
4. Torque Tubes
 Push Pull Rod System
Purpose of the Major Components:
Control Rods:
 Used as links in the control system
 Provide push-pull motion to the system

Bell-crank lever :
 Alter the direction of the control run.
 Change the direction of the motion or movement.
 Push Pull Rod System
Purpose of the Major Components:
Idler lever :
 Help to support the control run at convenient points in the
airframe.

Torque tubes:
 Turn linear motion into rotary motion.
Push Pull Rod System
 Push Pull Rod System
Construction:
CONTROL ROD:
 Rods and chains transmit the movement of the flight deck
controls to the appropriate control surface
 Control rods are able to transmit control forces in both push and
pull directions.
 Usually, they are made of aluminium alloy tubes which have
threaded inserts at both ends.
 External threaded end fittings fitted to the tubes enable
adjustments in length and allow the rod to be turned by a small
number of turns.
Push Pull Rod System
 Push Pull Rod System
Construction:
Bell Crank Lever
• Bell-crank levers are used to change the direction of
the rod routings
• bell-crank lever is necessary to alter the direction of
the transmission and to obtain the conventional
coupling between stick movement and control surface
• A double lever in an aircraft control system used to
change the direction of motion. Bell cranks are
normally used in elevator controls and in the steering
system of nose wheels
 Push Pull Rod System
Construction:
Bell Crank Lever
• 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
Push Pull Rod System
 Push Pull Rod System
Construction
Idler Lever
• Help to support the control run at convenient points in the airframe
 Push Pull Rod System
Construction
Torque Tubes:
• A tube in an aircraft control system that transmits a tensional force
from the operating control to the control surface.
• Torque tubes are often used to actuate ailerons and flaps and elevator.
Push Pull Rod System
 Push Pull Rod System

Hawk 200 push-pull control rod system

 Push Pull Rod System
Operation:(Elevator Control)
 Consider the pitch movement control, the pitch is controlled by
the forward & backward movement of the control column. If the
control column is moved forward, the a/c nose will be down. If
the control column is moved backward, the a/c nose will be up.
 In a push pull rod pitch control system the movement of the
control column will be transferred to the control rod through bell
crank lever situated behind the cockpit.
 So if pilot moves the control column forward, this movement of
the control stick will be transferred through a bell crank lever
situated behind the cockpit to the control rod.
 This nearly vertical control rod transfer the movement to another
bell crank lever which returns the control input into horizontal to
a horizontal control rod.
 Push Pull Rod System
Operation:(Elevator Control)
 The horizontal control rod runs parallel to a tailplane trim
actuator/tailplane spring feel unit parallel combination.
 The output from these units is fed upwards into the aircraft spine
before once again being translated by another bell-crank lever.
 This passes to the rear of the aircraft through control rod facing
some idler lever.
 Which then enters the nonlinear gear mechanism & leading to
tailplane power control unit which moves the elevator
accordingly.
 If the control column is moved forward, elevators will move
downward means aircraft will pitch down.
 If the control column is moved backward, elevators will move
upward means aircraft will pitch up.
 Push Pull Rod System
Operation:(Aileron Control)
 Rolling movement is controlled via sidewise movement of the
control stick.
 Pilot sidewise movement of control column swivel rod moves
via bell crank levers situated behind the cockpit.
 At this point control rod transfer the movement to the aileron
trim actuator and the aileron spring feel unit.
 From this the movement is transferred through control rod, bell
crank lever & idler lever to the centre fuselage.
 A further bell-crank lever splits the aileron demand to the left
and right wings. According to this lever movement, the
commanded movement is transferred to the control rods further.
 Then movement of the bell crank lever is transferred to the
aileron facing some control rods & idler lever.
 Push Pull Rod System
Operation:(Aileron Control)
 according to the pilot’s command the aileron moves.
 If pilot moves the control stick to the right, the right aileron will
go up & left aileron will go down & aircraft will roll towards
right.
 If pilot moves the control stick to the left, the right aileron will
go down & left aileron will go up & aircraft will roll towards
left.
 Push Pull Rod System
Operation:(Rudder Control)
 Yaw movement is controlled by moving the rudder. Rudder is
controlled from the cockpit using rudder pedal.
 The rudder pedal movement input is fed to the bell crank lever
situated behind cockpit, same lever used for elevator control.
 This movement is transferred to another bell crank lever using
control rod which translates the yaw control rod to run alongside
the tailplane trim/feel units.
 A further two bell-cranks move the control linkage running
down the rear fuselage via a set of idler levers to the aircraft
empennage.
 At this point the control linkage accommodates inputs from the
rudder trim actuator, spring feel unit and ‘Q’ feel unit.
 Push Pull Rod System
Operation:(Rudder Control)
 The resulting control demand is fed to the rudder powered
controlled which in turn drives the rudder to the desired
position.
 If left pedal is pressed the rudder will move to the left so the
aircraft will yaw left.
 If right pedal is pressed, rudder will move to the right so the
aircraft will yaw right.
 Cable Pulley System
Pulleys are used to guide cables and also to
change the direction of cable movement.
Pulley bearings are sealed and need no
lubrication other than the lubrication done at
the factory. Brackets fastened to the structure
of the aircraft support the pulleys. Cables
passing over pulleys are kept in place by
guards. The guards are close fitting to
prevent jamming or to prevent the cables from
slipping off when they slacken due to
temperature variations. Pulleys should be
examined to ensure proper lubrication; smooth
rotation and freedom from abnormal cable wear
patterns which can provide an indication of other
problems in the cable system.
 Cable Pulley System

• In a cable-pulley system, cables are used in

place of the rods.
• In this case pulleys are used to alter the
direction of the lines, equipped with idlers
• Idler is a pulley that transmits no power but
guides or tensions a belt or rope to reduce any
slack (not taut or held tightly in position; loose)
due to structure elasticity, cable strands
relaxation or thermal expansion.
 Cable Pulley System
Construction is made of:
1. Control Cables
2. Pulleys
3. Turnbuckles
4. Cable Quadrants
5. Tension Regulators
6. Cable Drums
7. Fairleads
 Cable pulley System
Purpose of the Major Components:
Control Cables:
 Links in the control system.
 Provide & transfer motion to the system.
Pulleys:
 Divert the direction of operation/motion.
 Support the cables.
Turnbuckles:
 Cable tension can be adjusted to correct value.
 Prevent rotation or movement of the cables while applying
tension.
 Cable pulley System
Purpose of the Major Components:
Cable Quadrants:
 Convert the linear movement of the cable into rotary movement.
 Work as housing for the tension regulators.
Tension Regulators:
 To maintain the tension of the cable.
 Extend or retract the cable according to the movement required.
Cable Drums:
 Transform rotary movement of the drum to the linear movement
of the cables.
Fairleads:
 Prevents the contact between aircraft structure & cable.
 Dampen vibration.
 Maintain cable alignment.
 Cable Pulley System
Construction (Control Cables):
 Usually are made of stainless steel
 They are built up as ’7 x 7’ or ’7 x 19’ cables. That means there
are 7 cable strands with either 7 or 19 wires each.
 Control cables must be regularly inspected for cable wear or wire
break. Cable wear may occur on one side only or on the full
circumference.
 Common cable sizes are 3/32 inch (2.4 mm), 1/8 inch (3.2 mm)
and 3/16 inch (4.8 mm)
in diameter.
 Transfer of motion
free of clearance.
 Light weight & simple
to change direction.
 Cable Pulley System
Construction (Pulleys):
 Control cables need to be diverted many times to change the
direction of operation or to allow for changes in shape of the
aircraft structure like bending of wings or the fuselage by
aerodynamic forces. This is normally done by means of pulleys.
 Made from fiber, plastic, metal & are used to give a more abrupt
change of direction of cable run.
 All pulleys must be provided with guards in order to prevent the
cable from slipping off. When mounting
pulleys it must be taken into
consideration that the plane of
movement of the pulley is the
same as that of the cable at both
the input and the output sides.
 Cable Pulley System
Construction (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.
 All have a left hand thread at one end & a right hand thread at
the other end. When the centre part is rotated holding the two
cable ends to prevent them rotating then the cable tension will
either be increased or decreased. It is important that, after
adjustment & prior to wire locking that the threads are in safety.
 Various methods of locking are used including locking wire,
spring clips and locknuts.
 turnbuckle assembly is a mechanical screw device consisting of
two threaded terminals and a threaded barrel
 Cable Pulley System
Construction (Turnbuckles):

Barrel rod type turnbuckles

Tension rod type turnbuckles

 Cable Pulley System
Construction (Cable Quadrants):
 In many cases the tension regulators are built into the cable
quadrants. Such a cable quadrant can be considered as being a
flat cable drum, allowing only a few degrees of rotation. It has
constant lever arm.
 There are one-armed quadrants with input and output cables
(used, when the quadrant is located in the mid-circuit of a cable
system, e.g. series connection of aileron control rods) and two-
armed quadrants at the end of a cable system.
 In all cases the linear movement of the cable is converted into
rotary movement.
 If the quadrant is located at the input end of the cable system, the
control input movement is given via an input lever to the locking
rod and from there via a locking cross-beam and a link to the
quadrant sector and the cable.
 Cable Pulley System
Construction (Cable Quadrants):
 Cable Pulley System
Construction (Tension Regulators):
 Cable tension regulators are mechanical devices, that can be
made in many configurations ex. Quadrants, bell-crank lever,
pulleys.
 As the cables are made of steel, but the airframe structure is of
aluminium alloy, any changes of temperature would cause
unequal expansion of the two components. This means that
cables may tighten up or slacken excessively (i.e. the cable
tension may vary), according to temperature changes. Any
excessive tension of the cables will damage pulleys and/or
fittings. On the other hand, any excessive slackening of the cable
will cause it to slip off the pulley.
 Cable Pulley System
Construction (Tension Regulators):
 Cable Pulley System
Construction (Cable drums):
 A cable drum is used to transform the rotary movement of the
drum into a linear movement of the cable.
 The drum is grooved to ensure that the cable seats firmly along
its circumference.
 Several turns of the input and output cable ends are usually
wound around the drum in opposite directions. When the drum is
rotated, the input end of the cable tightens and the output end
slackens (or reels off).
 Cable Pulley System
Construction (Fairleads):
 Fairleads are fitted where there is any possibility of control cables
fouling the aircraft structure.
 Fairleads are normally made from plastic. 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.
 Cable Pulley System
Construction (Fairleads):

Cable
Pulley
System

Cable
Pulley
Aileron
Control
System
(Part-1)
Cable
Pulley
System

Cable
Pulley
Aileron
Control
System
(Part-2)
 Cable Pulley
Aileron control
System
 Cable pulley Aileron Control System
Operation:
 In a cable pulley aileron control system pulley, turnbuckles,
quadrants, cable tension regulators are attached at necessary
points in the system to ensure accurate movement of the cables.
 In a typical cable-pulley aileron control system there is pulley
attached with the control stick. With the movement of the control
stick, the pulley situated at the behind of the stick transfer the
movement to another pulley.
 The cable tension regulator then correct the tension of the cable
& movement is transmitted to the pulley situated next to the
tension regulator.
 The movement of the cable is then transferred to quadrants or
transition units situated at the centre fuselage facing some
pulleys, cable drums & turnbuckles which divert & guide the
cables according to the requirement & a/c structure.
 Cable pulley Aileron Control System
Operation:
 The movement of the quadrant is then transferred to lever
assembly drive rod. Then the rod connected with the lever
assembly move the aileron according to the pilot command.
 Ailerons are linked together by interconnected rod which move
the lever assembly so that when one aileron is down, the
opposite aileron is up.
 Aileron is controlled using control stick. If the control stick is
move to right, the right aileron will move up & left aileron will
move down so the a/c will roll to the right.
 Again movement of the control stick to the left will raise the left
aileron up & right aileron will move down & a/c will roll left.
Hydraulic flight control system
 Hydraulic flight control system
• Power-boosted flight control systems are used on high-speed jet
aircraft.
• Aircraft traveling at or near supersonic speeds have such high
airloads imposed upon the primary control surfaces that it is
impossible for a pilot to control the aircraft without power-operated
or power-boosted flight control systems.
• In the power-boosted system, a hydraulic actuating cylinder is built
into the control linkage to assist the pilot in moving the control
surface.
• The power-boost cylinder is still used in the rudder control system of
some high-performance aircraft; however, the other primary control
surfaces use the full power-operated system.
• In the full power-operated system, the force necessary to operate the
control surface is supplied by hydraulic pressure. Each movable
surface is operated by a hydraulic actuator
 Hydraulically Powered Rudder System
Operation:

 Hydraulically Powered Rudder System
 Operation:
• The rudder servo cylinders automatically receive hydraulic power from the
backup hydraulic system.
• The rudder trim switch on the Throttle control panel enables trimming of the
aircraft in yaw.
• Setting the switch to L or R provides a trim-left or trim-right input,
respectively, to the rudder trim actuator.
• The actuator provides rudder movement through the rudder-feel assembly, the
yaw summing network, the reversing network, and the rudder servo cylinders.
• All hydraulic powered flight control servo cylinders are controlled by electrical
impulses from computers.  
• The computers compare all data received from the pilot’s control stick, airspeed
indicator, altimeter, angle of attack, and other sensors.  
• They configure all flight controls for best flight characteristics and performance
of the aircraft.
 Hydraulically Powered Rudder System
Operation:
 In most aircraft, the rudder is controlled through the flight deck rudder pedals
which are linked mechanically to the rudder. Deflection of a rudder pedal
causes a corresponding rudder deflection in the same direction; that is, pushing
the left rudder pedal will result in a rudder deflection to the left.

 Thus, in turn, causes the rotation about the vertical axis moving the aircraft
nose to the left.

 In large or high-speed aircraft, hydraulic actuators are often used to help

overcome mechanical and aerodynamic loads on the rudder surface.
 
 Rudder effectiveness increases with aircraft speed.
Thus, at slow speed, large rudder input may be required to achieve the desired
results. Smaller rudder movement is required at higher speeds
 Hydraulically Powered Rudder System
Components:
Major Components of the Hydraulically Powered System:
•  Control valve
• Control Cable
• Cable Pulley
• Rudder Cable Assembly
• Rudder Power Cylinder
• Rudder Pedals
• Bell Crank
• Rudder Spring Feel Unit
 Hydraulically Powered Rudder System
Purpose of the Components:
• Control Valve: Control valves regulate the flow of a liquid or gas
by opening or closing internal passages

• Purpose:
• To direct control of flow rate and the consequential control of
process quantities such as pressure, temperature, and liquid level.
• To regulate the flow control
 Hydraulically Powered Rudder System
Purpose of the Components:
• Control Cable: Transfer the motion smoothly which can change
the direction.
 
• Purpose:
• Transfer of motion free of clearance.
• Light weight & simple to change direction.
 Hydraulically Powered Rudder System
Purpose of the Components:
• Cable Pulley: It is a device which control the movement of control
cables.

• Purpose
•  Allow for changes in shape of the aircraft structure like bending of
wings for Control Cable
• Prevent the cable from slipping off
 Hydraulically Powered Rudder System
Purpose of the Components:
• Rudder Cable Assembly: Typically, rudder cables have eyelets
swaged firmly in place on one end of the cable, the other plain.
• Purpose:
• Rudder cable crosses through the center of the bulkhead, where
it will be joined with the right copilot rudder cable, and later
connected to the right side of the rudder itself.  
• Can fasten the eyelet ends to the wings of the rudder
 Hydraulically Powered Rudder System
Purpose of the Components:
Rudder power cylinder:
• A hydraulic cylinder or a hydraulic motor which directly converts
hydraulic pressure into mechanical action to move the rudder.

• Purpose:
• Converts pressure
• overcome mechanical and aerodynamic loads on the rudder
surface.
 Hydraulically Powered Rudder System
Purpose of the Components:
•  
• Rudder Pedals:  The rudder is a fundamental control surface
which is typically controlled by pedals rather than at the stick
 
• Purpose: 
• Control the rudder system
• Works to control the yaw of aircraft
• Used to turn the plane right or left side
 Hydraulically Powered Rudder System
Purpose of the Components:
• Bell Crank: A bell crank is a type of crank that changes motion
through an angle.
•  
• Function:
•  
• Changing the length of the arms changes the mechanical
advantage of the system
• The greater the angle traversed by the crank, the more non-linear
the motion becomes (the more the motion ratio changes)
 Hydraulically Powered Rudder System
Purpose of the Components:

• Bell Crank: A bell crank is a type of crank that changes motion

through an angle.
•  
• Function:
•  
• Changing the length of the arms changes the mechanical
advantage of the system
• The greater the angle traversed by the crank, the more non-linear
the motion becomes (the more the motion ratio changes)
 Hydraulically Powered Rudder System
Purpose of the Components:
• Rudder Spring Feel: Springs providing the load limit for returning
the rudder pedals to neutral position and the variable resistance.
•  
• Function:
•  
• Rudder pedal forces or a detailed inspection of the inner spring of
the rudder feel and centering unit
• The spring is usually connected to a rudder trim lever to allow the
pilot to set the spring force applied.
 Hydraulically Powered Rudder System
Purpose of the Components:
• Rudder Trim Actuator: Trim actuator is small surface connected
to the trailing edge of a larger control surface on aircraft, used to
control the trim of the controls.
•  
• Function:
•  
• Usually operated by a wheel, it moves the rudder left or right by a
small amount.
• This can be used to settle the aircraft into straight flight.
 Hydraulically Powered Trailing edge Flap System
Operation:
 Hydraulically Powered Trailing edge Flap System
Operation:
 From the main circuit the fluid will flow through the non return
valve, shut off valve & then through the selector valve.
 According to the pilot’s command the selector valve may be
selected ‘down’ , ‘up’ or ‘neutral’ position.
When selector valve is selected ‘down’ position :
 The fluid will flow from the selector valve through the shuttle
valve & then to the throttling valve.
 From throttling valve fluid then will go to the cylinders of the
starboard & port flap jack.
 Then the piston will move the flaps accordingly.
 The fluids opposite side of the piston cylinder will go back to the
main system reservoir.
 The pressure relief valve will release the fluid if there is excess
flow of fluid.
 Hydraulically Powered Trailing edge Flap System
Operation:
When selector valve is selected ‘up’ position :
 The fluid will go to the flap jack using up line.
 Due to the piston movement the flaps will also move.
 The fluid in the opposite side of the flap jack cylinder will go
back to the main system reservoir.
When selector valve is selected ‘neutral’ position :
 The selector valve will be selected neutral position if the
required movement of the flaps are achieved.
 So no fluid will get in or out of the system.
 This is also called hydraulic locked position.
 Hydraulically Powered Trailing edge Flap System
Operation:
 When the flaps travel in alignment, the fluid in the synchronising
jacks is merely transferred from one side of the piston in one
jack, to the opposite side of the piston in the other jack. There is
normally a tendency for the travel of one flap to be slower than
the travel of the other flap. When this occurs, the synchronising
jack on the slow flap will provide an assisting force to the slow
flap.
 Assume that Flaps Down has been selected and that the Port flap
tends to move down faster than the starboard flap. The piston in
the port synchronising jack would expel more fluid from D into
A, therefore, pressure is generated in A which, acting on the
piston of the starboard synchronising jack, produces an assisting
force helping to keep the starboard flap in alignment with the port
flap. The fluid expelled from B is accommodated in C.
 Hydraulically Powered Trailing edge Flap System
Operation:
 In case of emergency the shuttle valve of the system will move &
allow the fluid to flow from the emergency source & blocks the
normal system line.
 Hydraulically Powered Trailing edge Flap System
Components:
 Non Return Valve
 Shut Off Valve
 Shuttle Valve
 Selector Valve
 Thermal Relief Valve/ Pressure Relief Valve
 Throttling Valve
 Flap Jack
 Synchronizing Jack
 Hydraulically Powered Trailing edge Flap System
Purpose of the Components:
Non-return Valve:
 Allows the fluid flow from main reservoir to the TE flap system
only.
 Prevent fluid flow from TE flap system to the main system
reservoir.

Shut-Off Valve:
 When there is excess flow of fluid, this valve will release the
fluid out of the system.
 It will also shut off the path in case of emergency while the fluid
flow is excessive.
 Hydraulically Powered Trailing edge Flap System
Purpose of the Components:
Shuttle Valve:
 Allows fluid to flow normally through this valve to the flap
system.
 During normal flow supply it blocks the emergency supply line.
 In case of emergency the shuttle moves & provide fluid supply
from the emergency line to the system & blocks the normal line.

Selector Valve:
 Select the path of fluid flow in the system.
 When it is selected neutral position provides hydraulic lock of
the TE flap system.
 Hydraulically Powered Trailing edge Flap System
Purpose of the Components:
Thermal Relief Valve/ Pressure Relief Valve:
 Relieve fluid pressure from the pressure line to the return line
when the fluid is expanded in the TE flap system.

Throttling Valve:
 This valve maintains the rate of flow of fluid to and from the flap
actuators, but at a constant rate.
 It automatically sets the flow rate in proportion to the supply
pressure and is used to slow down the operation of the flaps.
 Hydraulically Powered Trailing edge Flap System
Purpose of the Components:
Flap Jack:
 Use fluid pressure to move the piston rod connected with the flap
& thus move the flaps.

Synchronizing Jack:
 Assist force to the slow flap.
 When one of the flap moves faster/slower than the other one, it
synchronize the movement of the flaps.
 Methods of Providing Hydraulic supply in case of emergency

 Depending on the extent of damage to the hydraulic system(s), the

following effects might appear:
•Difficulties with extending/retracting of landing gear;
•Lack of autopilot;
•Partial control over different control surfaces;
•Reduced braking capability upon landing;
•Lack of control over thrust reversers;
•Loss of nose wheel steering making it difficult or impossible to clear the
runway after landing;
•Partial/total loss of control while flying.
• Emergency operation of our hydraulic systems is guaranteed after
power failure, because hydraulic oil is stored under pressure in the
accumulator. In this configuration the valve can go automatically to its
safe position
• two methods of providing a hydraulic supply to an aircraft’s flying
control actuators in the event of an emergency
1. actuators with a centralised power
pack
2. selfcontained units
• a backup system is provided that has a local electric motor and pump for some or all
of the hydraulic actuators. A local backup hydraulic actuator (LBHA) has two power
sources, central hydraulic as primary and electrical as backup. During normal
operation, the hydraulic actuator receives pressurized fluid from one of the central
hydraulic systems and the fluid flow to the chambers is controlled by a servo valve.
Failure of the hydraulic system is detected by the local electronic controller that
monitors the output signal of a pressure sensor. When this observed pressure falls
below a certain threshold, the local electronic controller determines that this central
hydraulic system has failed and turns on the electrical motor, which powers the local
hydraulic pump to provide high pressure hydraulic fluid to the hydraulic actuator via
the servo valve. The local electronic controller also uses the pressure reading for
closed-loop feedback control, and the pressure is maintained at the normal level.
Other types of monitoring and control schemes may also be used instead. In this
manner, the LBHA remains functional with electrical power following a partial or
complete failure of the central hydraulic system.
 Mach Trim System / Mach corrected trim system
Mach Number:
• the ratio of the speed of a body to the speed of sound in the surrounding medium.
• It is often used with a numeral (as Mach 1, Mach 2, etc.) to indicate the speed of
sound, twice the speed of sound, etc.

Mach Corrected trim

When the aircraft accelerates and goes past into the supersonic regime,
the centre of pressure moves and settles at a position more towards
the rear than its subsonic positions. This necessitates a change in trim
of the aircraft to maintain adequate balance & stability.
To achieve this, either the centre of gravity is to be moved aft by
shifting some fuel or otherwise an extra down-load is needed from the
tail plane. In most aircraft that are capable of supersonic flight, one of
these is achieved automatically and then, it is called Mach trim.
 Mach Trim System / Mach corrected trim system

Mach Trim:
 Modern transport aircraft are designed to cruise at high mach
numbers, close to, or at the speed where shock waves may form
on the wing. This is their "critical mach number". At this aircraft
speed the formation of the shock waves causes shock induced
separation and a movement of the centre of pressure forward.
This produces a pitch up which must be countered.
 The Mach Trim System is provided to automatically maintain the
correct aircraft pitch trim angle in relation to speed by varying
the tail-plane trim. In achieving this function, the system
maintains the same degree of longitudinal stability throughout
the operational speed range of the aircraft.
 Trim Tabs System
To trim out any unbalanced condition exist during
flight, without applying any pressure on the primary
controls
Each trim tab is hinged to its parent primary control
surface, but is operated by an independent control
Trim Tab can be sub divided into two types:
i. Fixed trim tabs – Only adjustable on ground before
flight
ii. Controllable trim tabs – Can be controlled in flight by
pilots (control by mechanical linkage or electric motor)
FLIGHT CONTROL SURFACES
Trim Tabs System

FLIGHT CONTROL SURFACES

 Trim Tabs System
Fixed trim tab Controllable trim tab

FLIGHT CONTROL SURFACES

Trim tab
Trim tabs are small surfaces connected to the trailing edge of a larger
control surface on an aircraft, used to control the trim of the
controls, i.e. to counteract hydro- or aerodynamic forces and stabilize
the aircraft in a particular desired attitude without the need for the
operator to constantly apply a control force. This is done by adjusting
the angle of the tab relative to the larger surface. As for example, if
the aileron is moved 150 down then the trim tab on aileron is moved
150 up. Trim tabs can be either flight adjustable or fixed.
By adjusting the angle of the trim tab relative to the larger control
surface, the neutral position of the control surface is changed. This
occurs because the distance from the control surface hinge at which
the trim tab is mounted provides sufficient moment or force to move
the larger surface.
Electrically Powered Primary Flight Control System
 HISTORY OF FBW

Electronic signaling of the control

surfaces was tested in the 1950s.

This replaced long runs of

mechanical and hydraulic connections
with electrical ones.

The first digital fly-by-wire aircraft

to take to the air (in 1972) was an 
modified electronically
 INTRODUTION TO AN FBW

The term "fly-by-wire" implies a purely electrically-

signaled control system.
It is used in the general sense of computer-configured
controls.
 where a computer system is interposed between the
operator and the final control actuators or surfaces.
This modifies the manual inputs of the pilot in
accordance with control parameters.
 FLY-BY-WIRE

 Fly-By-Wire was designed so that the pilot moves his controls

that provided electrical inputs into a computer.
 The computer then uses information from other inputs and
then calculates the proper control changes.
 This command is transmitted by WIRE to an actuator or a
servo back to the wing/tail which moves the control surface.
AN OVER VIEW OF FBW
INNER VIEW OF AN FBW
 AUTOMATIC STABILITY
SYSTEMS

 Fly-by-wire control systems allow aircraft computers to

perform tasks without pilot input. Automatic stability systems
operate in this way. Gyroscopes fitted with sensors are
mounted in an aircraft to sense movement changes in the 
pitch, roll and yaw axes. Any movement (from straight and
level flight)
 Block diagram shows the command of an automatic
stability system in fbw

MEASURED
SYSTEM SYSTEM
+ ERROR INPUT
REFERENCE OUTPUT
CONTROLLER SYSTEM
-

MEASURED OUTPUT
SENSOR
THERE ARE TWO TYPES OF SYSTEMS
IN FBW THEY ARE

ANALOG SYSTEM

DIGITAL SYSTEM
 ANALOG SYSTEM

 Fly-by-wire replace hydromechanical or electromechanical

flight control systems with electronic circuits.

 The control mechanisms in the cockpit now operate signal

transducers, which in turn generate the appropriate
electronic commands.

 These are next processed by an electronic controller with an 

analog signal.
 DIGITAL SYSTEM
 A digital fly-by-wire flight control system is similar to its analog
counterpart.

 The signal processing is done by digital computers and the pilot

literally can "fly-via-computer". It increases the flexibility of the
flight control system.

 The digital computers can receive input from any aircraft

sensor.

 This also increases the electronic stability, because the system

is less dependent on the values.
 ADVANTAGES OF FBW

This eliminates mechanical contacts.

The mechanical contacts are replaced by wires

Due to the elimination of the mechanical contacts wear and

tear is reduced.

The control system used in this type is far more intelligent

then the conventional system.
 APPLICATIONS OF DIGITAL
FBW
 The F-8 digital fly-by-wire program served as the springboard for
DFBW technology to be used in both military and civilian aircraft.

 satellite manufacturers also routinely use the technology in their

vehicles and spacecraft.

 Space Shuttle

 Several unmanned aerial vehicles (UAVs)

 Comparison b/w analog and digital system

Analog system Digital system

1) Accuracy low 1) Accuracy high

2) Circuit Complication 2) circuit is simplified

3) Calibration is tough 3) calibration is easy

 DISADVANTAGES OF FBW

This system has less or no drawbacks. But some of the

people argue that the system containing software program is
never free of troubles rather how many times it is been
checked or serviced. Rather then software the failures of
sensors may also be trouble. But this problems are not
considered because the sensors are highly precise and
developed for these types of system.
ADVANCED AEROPLANES WHICH ARE BASED ON
FBW

SUKHOI-47

TYPHOON

F-22 RAPTOR

MI-35
 FURTHER DEVELOPMENTS

 Fly-by-wireless

 Power-by-wire

 Fly-by-optics
 CONCLUSION
Higher accuracy

Due to the elimination of the mechanical

contacts wear and tear is reduced.

The control system used in this type is far

more intelligent then the conventional system.