Aircraft Systems II

Chapter 7-Flight Control System

[Link] Ibrahim Elamrousy

TMC , April 2026
 Introduction
The movement of the flying control surfaces in response to the movement of the cockpit controls

Mechanically Hydraulically Electronically

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

• Rearward movement of the control column causes

upward movement of the elevator , the aircraft to pitch
nose upwards
• Control in roll is achieved by ailerons
• Control in yaw is given by the rudder.

Primary Controls : are controls which rotate the aircraft

about its three axes and thereby cause a change in the
aircraft’s flightpath and/or attitude
They consist of elevator, rudder and ailerons plus roll
control spoilers
 Manual control vs power operated

Primary manual control Fully power operated

1. Reversible 1. Irreversible
2. Air pressure on the control surfaces is felt by the 2. Air pressure on the control surfaces is not felt by the
pilot through the cockpit controls pilot through the cockpit controls which required
artificial feeling
(The artificial feel unit should increase the cockpit
control load in proportion to the control deflection,
and in proportion to the speed )
 Control System Checks
During servicing, and after any adjustments to the
flying control system, various checks are required on
the system for
1. cable tension.
2. safety and locking of controls.
3. range of movement of controls (freedom and
operation in the correct sense).
4. friction in the system.
5. backlash of the system.
 Control System Checks :Cable Tension
• Check the correct tension in the control cables
Measured with a tensiometer

• If the tension is too low, the cables will be loose,

permitting excessive cable movement, and if the
tension is too high, the controls will be too stiff to turnbuckle
move.
• Cable tension is adjusted by means of turnbuckles
• (the turnbuckles consists of a central barrel, and
two end fittings, to which are attached the ends of
the cable.)

Tensiometer
 Control System Checks :Temperature
Compensation
• Changes of temperature will affect the length of the
cables and also of the airframe structure, but as they
are made of different materials the rate of expansion
will be different

• For a normal aluminium alloy airframe structure

with steel control cables, an increase in temperature
will cause the aluminium alloy to expand more than
the steel cables and so cause an increase in cable
tension

• This automatically maintains the correct tension if

temperature changes.
 Control System Checks :Safety and Locking
• After the tension has been correctly set, the
turnbuckle must be checked to safety
• sufficient thread must be engaged between the end
fittings and the central portion of the turnbuckle to
take the load which will be placed on the cable.
• To enable this to be done, inspection holes are
provided in the turnbuckle
• To be ‘in safety’ the inspection hole must be
completely blocked by the thread of the end fitting.
This is verified by attempting to pass a hardened pin
through the inspection hole.
• Some types of turnbuckle are not provided with
inspection holes, and these should be checked for
safety by seeing that not more than three threads of
the end fitting are visible outside the barrel
 Control System Checks :Range of Control
Movement
• The movement of each control surface to either side
of its neutral position, is laid down so that it can
achieve the required control over the full range of
operating conditions
• The movement is not necessarily the same each side
of neutral, for example, an elevator usually has a
greater deflection upward than downward.
• The limit of movement of the control surface is
determined by a mechanical stop
• A stop which limits the movement of the control
surface is called a primary stop.
• A stop which limits the movement of the control
column or rudder pedals is called a secondary stop
 Control System Checks :Control System
Friction
• The friction in the control system will determine the
force required to move the controls when the aircraft
is stationary.
• In flight the ‘stick forces’ will increase due to the air
loads on the control surfaces.
• If the friction loads are too high, the feel of the
controls with changing airspeed will be distorted.
• The friction in the control system is measured by
attaching a spring balance to the control and moving
it through its full travel.
• Excessive friction in the controls may be due to
over-tensioned cables or lack of oil on the bearings.
Control System Checks :Backlash
• Control systems should be free of backlash.
• Backlash is free or ineffective movement of
the cockpit control when the direction of
movement is reversed. It may indicate worn
or incorrect components in the control
system.
Control System Checks :Control Locks
• When an aircraft is parked in the open, strong or
gusty winds could blow the controls about against
their stops with sufficient force to cause mechanical
damage. To prevent this occurring, control locks are
fitted.
• It should be noted that with servo operated control
surfaces, movement of the cockpit controls is
possible with external control locks in position.

• Spring tab assisted control, some movement of the

cockpit control would be possible with external
locks fitted, but the control would feel very stiff.
Take-off Configuration Warning
The take-off configuration warning is armed when the
aircraft is on the ground and the forward thrust levers are
advanced for take-off.
An intermittent take-off warning sounds if some or all of
the following conditions exist:
• The stabilizer trim is outside the safe range.
• The trailing edge flaps are not in the take-off position.
• Leading edge high lift devices are not in the take-off
position.
• Speed brake lever not in the down position.
• All doors are not fully locked.
• Flight controls are not fully unlocked (aircraft fitted
with internal control locks)
Trailing Edge Flaps
 Trailing edge flaps Edge Flaps
• An electrically controlled hydromechanical power
unit drives the transmission which moves the flaps.
• The position of the flaps is indicated on the cockpit
display and the flaps are protected against
asymmetric operation, runaway, uncommanded
movement and overspeed. Torque limiting brakes
are fitted to stop the operation if excess torque is
sensed.
• The flap Load Relief System (LRS) or load limiter
retracts the flaps to an intermediate position if the
airspeed exceeds a predetermined speed and
automatically returns them to the selected position if
the airspeed drops below its predetermined limit.
Leading Edge Devices
 Speed Brakes
• Used to Reduce lift , Increase drag ,Help slow
the aircraft and control descent
• Pilot moves speed brake lever
• Signal goes to spoiler mixer
• Hydraulic systems power actuators
• In flight → only flight spoilers move
• On ground → ground spoilers also activate (via
weight-on switch)
• Armed mode → automatic deployment on
touchdown
• ARMED : If conditions are met (touchdown):
Spoilers deploy automatically
 Automatic Ground Speed Brake Control
Operation
Operation is a function of input signals from:
• Speed brake lever selected to the armed position
• Anti-skid (wheel spin up):A combination of wheel spin up signals (on touchdown) through two parallel
circuits will energize the speed brake actuator
• Air/ground sensing: when the landing gear strut is compressed.
• Thrust lever positions:Retarding the thrust levers on touchdown
• Thrust reverser operation:The reverser system linkage mechanically raises the speed brake lever and
energizes a relay which supplies power to the speed brake system

• Excess indicated airspeed (IAS) protection