Aircraft flight control system

 

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"Flight Control" redirects here. For the iPhone game, see Flight Control (video game).

Aircraft flight control system
A typical aircraft's primary flight controls in motion

A conventional fixed-wing aircraft flight control system consists of flight control surfaces, the respective cockpit controls, connecting linkages, and the necessary operating mechanisms to control an aircraft's direction in flight. Aircraft engine controls are also considered as flight controls as they change speed.
The fundamentals of aircraft controls are explained in flight dynamics. This article centers on the operating mechanisms of the flight controls.

Contents [hide] 1 Cockpit controls 1.1 Primary controls 1.2 Secondary controls 2 Basic flight control systems 2.1 Mechanical 2.2 Hydromechanical 2.2.1 Artificial feel devices 2.2.2 Stick shaker 3 Fly-by-wire control systems 4 See also 5 References 5.1 Notes 5.2 Bibliography 6 External links

[edit] Cockpit controls

[edit] Primary controls

Generally the primary cockpit controls are arranged as follows:

• A control column or a control yoke attached to a column—for roll and pitch, which moves the ailerons when turned or deflected left and right, and moves the elevators when moved backwards or forwards
• Rudder pedals to control yaw, which move the rudder; left foot forward will move the rudder left for instance.
• Throttle controls to control engine speed or thrust for powered aircraft.

Even when an aircraft uses different kinds of surfaces, such as a V-tail/ruddervator, flaperons, or elevons, to avoid pilot confusion the aircraft will still normally be designed so that the yoke or stick controls pitch and roll in the conventional way, as will the rudder pedals for yaw.

[edit] Secondary controls

In addition to the primary flight controls for roll, pitch, and yaw, there are often secondary controls available to give the pilot finer control over flight or to ease the workload. The most commonly-available control is a wheel or other device to control elevator trim, so that the pilot does not have to maintain constant backward or forward pressure to hold a specific pitch attitude^[1] (other types of trim, for rudder and ailerons, are common on larger aircraft but may also appear on smaller ones). Many aircraft have wing flaps, controlled by a switch or a mechanical lever or in some cases are fully automatic by computer control, which alter the shape of the wing for improved control at the slower speeds used for takeoff and landing. Other secondary flight control systems may be available, including slats, spoilers, air brakes and variable-sweep wings.

[edit] Basic flight control systems

[edit] Mechanical

de Havilland Tiger Moth elevator and rudder cables

Mechanical or manually-operated flight control systems are the most basic method of controlling an aircraft. They were used in early aircraft and are currently used in small aircraft where the aerodynamic forces are not excessive. Very early aircraft used a system of wing warping where no movable control surfaces were used, except for the rudder.^[2] A manual flight control system uses a collection of mechanical parts such as rods, tension cables, pulleys, counterweights, and sometimes chains to transmit the forces applied to the cockpit controls directly to the control surfaces. Turnbuckles are often used to adjust control cable tension. The Cessna Skyhawk is a typical example of an aircraft that uses this type of system. Gust locks are often used on parked aircraft with mechanical systems to protect the control surfaces and linkages from damage from wind. Some aircraft have gust locks fitted as part of the control system.^[3]
Increases in the control surface area required by large aircraft or higher loads caused by high airspeeds in small aircraft lead to a large increase in the forces needed to move them, consequently complicated mechanical gearing arrangements were developed to extract maximum mechanical advantage in order to reduce the forces required from the pilots.^[4] This arrangement can be found on bigger or higher performance propeller aircraft such as the Fokker 50.
Some mechanical flight control systems use servo tabs that provide aerodynamic assistance. Servo tabs are small surfaces hinged to the control surfaces. The flight control mechanisms move these tabs, aerodynamic forces in turn move, or assist the movement of the control surfaces reducing the amount of mechanical forces needed. This arrangement was used in early piston-engined transport aircraft and in early jet transports.^[5] The Boeing 737 incorporates a system, whereby in the unlikely event of total hydraulic system failure, it automatically and seamlessly reverts to being controlled via servo-tab.

[edit] Hydromechanical

The complexity and weight of mechanical flight control systems increase considerably with the size and performance of the aircraft. Hydraulicaly powered control surfaces help to overcome these limitations. With hydraulic flight control systems, the aircraft's size and performance are limited by economics rather than a pilot's muscular strength. At first, only-partially boosted systems were used in which the pilot could still feel some of the aerodynamic loads on the control surfaces (feedback).^[4]
A hydromechanical flight control system has two parts:

• The mechanical circuit, which links the cockpit controls with the hydraulic circuits. Like the mechanical flight control system, it consists of rods, cables, pulleys, and sometimes chains.

• The hydraulic circuit, which has hydraulic pumps, reservoirs, filters, pipes, valves and actuators. The actuators are powered by the hydraulic pressure generated by the pumps in the hydraulic circuit. The actuators convert hydraulic pressure into control surface movements. The electrohydraulic servo valves control the movement of the actuators.

The pilot's movement of a control causes the mechanical circuit to open the matching servo valve in the hydraulic circuit. The hydraulic circuit powers the actuators which then move the control surfaces. As the actuator moves, the servo valve is closed by a mechanical feedback linkage - one that stops movement of the control surface at the desired position.
This arrangement was found in the older-designed jet transports and in some high-performance aircraft. Examples include the Antonov An-225 and the Lockheed SR-71.

[edit] Artificial feel devices

With purely mechanical flight control systems, the aerodynamic forces on the control surfaces are transmitted through the mechanisms and are felt directly by the pilot. This gives tactile feedback of airspeed and aids flight safety.^{[citation needed]}
With hydromechanical flight control systems however, the load on the surfaces cannot be felt and there is a risk of overstressing the aircraft through excessive control surface movement. To overcome this problem artificial feel systems are used. For example, for the controls of the RAF's antique Avro Vulcan jet bomber, the required force feedback was achieved by a spring device. The fulcrum of this device was moved in proportion to the square of the air speed (for the elevators) to give increased resistance at higher speeds. For the controls of the American Vought F-8 Crusader and the LTV A-7 Corsair II warplanes, a "bob-weight" was used in the pitch axis of the control stick, giving force feedback that was proportional to the airplane's normal acceleration.^{[citation needed]}

[edit] Stick shaker

A stick shaker is a device (available in some hydraulic aircraft) which is fitted into the control column which shakes the control column when the aircraft is about to stall. Also in some aircraft like the McDonnell Douglas DC-10 there is/was a back-up electrical power supply which the pilot can turn on to re-activate the stick shaker in case the hydraulic connection to the stick shaker is lost.^{[citation needed]}

[edit] Fly-by-wire control systems

Main article: Fly-by-wire

A fly-by-wire (FBW) system replaces manual flight control of an aircraft with an electronic interface. The movements of flight controls are converted to electronic signals transmitted by wires (hence the fly-by-wire term), and flight control computers determine how to move the actuators at each control surface to provide the expected response. Commands from the computers are also input without the pilot's knowledge to stabilize the aircraft and perform other tasks.

[edit] See also

• Flight envelope protection
• Flight with disabled controls
• HOTAS
• Helicopter flight controls
• Kite control systems
• Loss of control
• Variable-Response Research Aircraft
• Weight-shift control

[edit] References

[edit] Notes

1. ^ Thom,1988. p. 87.
2. ^ Taylor, 1990. p. 116.
3. ^ Thom,1988. p. 153.
4. ^ ^{a b} Taylor, 1990. p. 118.
5. ^ Thom,1988. p. 86.

[edit] Bibliography

• Spitzer, Cary R. The Avionics Handbook, CRC Press, ISBN 0-8493-8348-X
• Stengel, R. F. Toward Intelligent Flight Control, IEEE Trans. Systems, Man, and Cybernetics, Vol. 23, No. 6, November-December 1993, pp. 1699–1717.
• Taylor, John W.R. The Lore of Flight, London: Universal Books Ltd., 1990. ISBN 0-9509620-15.
• Thom, Trevor. The Air Pilot's Manual 4-The Aeroplane-Technical. 1988. Shrewsbury, Shropshire, England. Airlife Publishing Ltd. ISBN 1-85310-017-X

• USAF & NATO Report RTO-TR-015 AC/323/(HFM-015)/TP-1 (2001).

[edit] External links

• Airbus A380 cockpit.
• Airbus A380 cockpit - a 360-degree Panorama
• Touchdown: the Development of Propulsion Controlled Aircraft at NASA-Dryden by Tom Tucker