OJT package SU – 27 Engine and Air frame Course No.

2 March 2011

CHAPTER FOUR

AIRCRAFT CONTROL SYSTEM

1. General
Aircraft (a/c) control system in this chapter covers the description as well as
operation of the aircraft control, high-lift device control, and airbrake control
systems. Aircraft flight control system allows the pilot to control the
directional movement of the a/c around three axis i.e. lateral, longitudinal
and vertical axes.
The a/c control system includes the a/c longitudinal, lateral and directional
control system. The horizontal stabilizer, flaperons and rudders are controlled
from the cabin through control stick and pedals which are interconnected
with the aid of rigid linkages and remote control system RCS-10U (СДУ-10У).
2. Horizontal stabilizer control system
The horizontal stabilizer control system is designed to control the longitudinal
movement of the aircraft (a/c) around longitudinal axis and it is carried out by
synchronous deflection of right and left haves of the horizontal stabilizer
depending on the control stick deflection. Displacement of the control stick is
transferred to horizontal stabilizer with the aid of remote control system RCS-
10U (СДУ-10У).
 The horizontal stabilizer control system employs actuators РПД 1Б (fig 1)
consisting of distribution devices РПД1Б-100 and hydraulic power cylinders
РПД-500 (РПД-100 and РПД-500) per each half of the horizontal stabilizer.
 Distribution devices РПД1Б-100 is controlled in their operation by electric
signals supplied by remote control system СДУ-10У. Four channels of this
system are electrically coupled with four electro hydraulic unit which form
part of the distribution device.
 The electric signals delivered from remote control system СДУ- 10У are
converted in these units in the mechanical movements which are taken up by
the slide mechanisms of the distribution device. The electrical feed back
coupling is provided actuator РПД 1Б b/n the control surface and distribution
device. The position of the right and left haves of the horizontal stabilizer is
indicated by indicators ИС-ПС-Б and ИС-ЛС-Б located in the right side of the
vertical panel of the cabin.

Chapter [Link] Control system Page 21

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

Fig. 1 actuators РПД - 1Б

2.1 The horizontal stabilizer control system comprises:-

1. Control stick position transmitter ДПР-45
2. Load feel spring mechanism
3. Electric trim tab actuator
4. The auto trim transmitter of СДУ- 10
5. The spring- load link
6. Electrohydroulic servo unit РМ-130Б
7. Distribution devices РПД1Б-100 (two pieces)
8. Hydraulic power cylinders РПД-500 (two pieces)
9. Control surface position transmitter ДС-11
[Link] seal
[Link] linkage

N.B. since the description of the horizontal stabilizer and flaperon are almost the
same, the description of the above units is described in the flaperon control system.

Chapter [Link] Control system Page 22

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

Fig. 2 Spring-load feel mechanism in horizontal stabilizer control system

2.2 Operation
The movement of the control sticks in pitch & roll are imparted through the rigid
linkage to control stick position transmitters in the longitudinal & lateral control
systems, which generate the electric signals corresponding to the amount &
direction of the control stick movement. These electrical signals are applied to the
remote control system computer where they are converted into the control signals
which are applied to the distribution devices of the actuators. The control signals
cause the slide valves in the distribution devices to move and communicate the
delivery & return liens of the hydraulic system with the appropriate cavities of the
hydraulic cylinders & the latter deflect the right & left halves of the horizontal
stabilizer either synchronously or differentially in the respective directions.
Deflection of the horizontal stabilizer halves are imparted through the control rods
to transmitters (17) which converts these deflections in to the electric signals
applied to the horizontal stabilizer position indicators.
The signals of the control stick deflection in pitch is also applied to the computer of
the α & ny limiting channel which converts this signal in to the control signal
applied then to servo unit. In this case, the servo unit lever will also move, following
the deflection of the control stick & turning bell crank
Deflection of the control stick back word with in the angle of 3 degree for pitch
down to 26 degree for pitch up causes the pressure seal bell crank coupled with the

Chapter [Link] Control system Page 23

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

load feel mechanism and bell crank (4) to rotate synchronously and as result of
switch, the clearance set between the stops remain invariable and the servo unit
does not interfere with the horizontal stabilizer control, but when the angle of
attack or pitch g-load exceeds the tolerable value, the servo unit stops following up
the control stick deflection , and its lever and, hence, bellcranck (4) stop moving, the
further deflection of the control stick backward (through 3 degree) causes the stops
on the bell cranks (4) &(5) to come to contact.
In this case, to manage the control stick farther deflection backward, it is necessary
to apply more force to the control stick, which is necessary to compress spring link
(67)
The pitch electric trim tab actuator is controlled by means of the four-position
button arranged on the aircraft control stick, the neutral position of this actuator is
checked by reference to illumination of the TR NT ST (ΤРИМ.СТ.НЕИΤР) enunciators
located on the central panels of the instrument boards in both cabins.

Fig. 3 stabilizer control system

Chapter [Link] Control system Page 24

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

Maximum angles of deflection of control stick and horizontal stabilizer

Table
Deflection of Control stick Rod stroke of Deflection of horizontal
control stick deflection servo РПД1-500, horizontal stabilizer
angle mm stabilizer Deflection
angle
Forward 19030’-10 For extension Leading edge 15015’+30’
99.5-1 up
Back ward 260-10 20015’+30’
For retraction Leading edge
125.5-1 down

The maximum differential deflection angles of the horizontal stabilizer, with the roll
damper switched off are indicated in table 2
Table 2

Position of Deflection of starboard (port) horizontal Deflection angles

control stick stabilizer
Control stick is Starboard horizontal stabilizer leading edge
fully deflected to is deflected down (9.8±1)0
the right Port horizontal stabilizer leading edge is
deflected up
Control stick is Port horizontal stabilizer leading edge is
fully deflected to deflected down (9.8±1)0
the left Starboard horizontal stabilizer leading edge
is deflected up

3. The Flaperon control system

The flaperon control system is used to control lateral movement of the
aircraft along the lateral axis and to increase lift of the aircraft.
The flaperon control system is also designed to ensure the normal operation
of the flaperon in the following modes.
a) Differential deflection of the flaperons operating as ailerons,
depending on the control stick deflection angels:
b) Synchronous deflection of the flaperons as flaps, controlled from
FLAPS DOWN-UP (ЗАКРИЛКИ ВЫПУШЕНЫ-УБРАНЫ) selector switch:

Chapter [Link] Control system Page 25

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

c) Synchronous deflection of the flaperons operating as flaps during a/c

maneuvers, in the automatic mode, in response to signal delivered
from СДУ- 10.
- The operation of the flaperons in two last modes has no effect on the control
stick.
- The lateral control (roll control) is operated differentially by deflection of
flaperon and horizontal stabilizer haves, depending on the control stick
deflection. Displacement of the control stick is transferred to the flaperon
through rigid (mechanical) linkage running to the horizontal stabilizer with
the aid of remote control system СДУ- 10.

Table 1
Position of Control stick Rod stroke of Position of Flaperon deflection
control stick deflection hydraulic flaperons angles (0)
angle cylinder ГЦ30 Flapero From
ns are position of
retract flaps
ed extended
through 180-
1030’
Control stick For retraction Right flaperon is 200-2 270+30’-2030’
0+30’ 0
is deflected 22 -1 30’ deflected up
to the right For extension Left flaperon is 200-2 160+1-20
deflected down
Control stick For retraction Left flaperon is 200-2 270+30’-2030’
0+30’ 0
is deflected 22 -1 30’ deflected up
to the left For extension Right flaperon is 200-2 160+1-20
deflected down

3.1 The flaperon control system comprises:

 The control stick the control stick is used to control the flaperon in the
aileron mode and the horizontal stabilizer from the cabin. The control stick
comprises bracket (1), bifurcate lever (3) grip (30).
The angles of the control stick deflection from neutral position are the following:
 When of the control stick is pulled back ward ------------------- 26 o -1o
 When of the control stick is pushed forward --------------------- 19o 30’-1o
 When of the control stick is deflected to right or left side------ 22 o +30’ -1o 30’

3.1.1 Pressure seal (see fig.4) is essentially the two bell crank with vertical located
shaft (3) made from steel 30xGCA and is installed in two ball bearings in
bracket.
Chapter [Link] Control system Page 26
OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

Fig. 4 pressure seal

3.1.2 The loads feel spring mechanism is designed for creating the force applied to
the control stick during its lateral deflection. It is located on the starboard on
the rear wall of the rear cabin.
3.1.3 The additional load feel mechanism(see fig 5) is designed to engage
automatically at the great angle of attack() of the a/c and it is also ensures
the complete range deflection of the control stick when the increased force is
applied there to. It is located under the floor of the cabin.

Chapter [Link] Control system Page 27

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

Fig. 5 additional load feel mechanism

3.1.4 Spring load link is located on the starboard and port outer wing panels,
respectively, and coupled with distribution mechanism PM80 to ensure the
complete range of deflection of the input bell crack of PM80.

Fig.6 spring loaded link

Chapter [Link] Control system Page 28

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

3.1.5 Transmitter дпр-45 of (RCS) СДУ- 10У is located on the rear cabin wall, on the
starboard. The transmitter is designed for ensuring the lateral control with aid of
the horizontal stabilizer and also for ensuring the cross coupling.
3.1.6 Transmitter ДА of automatic flight control system САУ-10 is designed to
indicate the load feel mechanism rod position, installed on the feel mechanism load
control stick in roll.
3.1.6 Electric actuator МПФ-10C (flap) is designed to actuate flap. It is located on
the false spar of the center wing section at the flaperon control mechanism.
3.1.7 Electro hydraulic servo unit PM-130B is located on the false spar of the center
wing section and coupled with flaperon control mechanism through differential bell
crank.
3.1.8 Two distribution device MP80 each is located in starboard and port wing
panel, false spar No3 of the wing outer panel, b/n ribs 5 and 6.
3.1.9 Eight hydraulic cylinders ГЦ-30(four cylinders per flaperon) is designed to
actuate the flaperon control surface. It is located along the left and right wing spar.
3.1.10 Control linkage –flaperon control linkage is the rigid one. It consists of the
control rods, bell cranks whose brackets are mounted on the fuselage, the center
wing section and wing panel structural members.
3.1.11 Flaperon control mechanism (see fig7) the Flaperon control mechanism is
the kinematic one ensuring the operation of flaperons in three modes .It is installed
on the false spar of the central wing section. The three mode operations of the
flaperon are flaperon as aileron, flaperon as flaps and flaperon in automatic mode.

Chapter [Link] Control system Page 29

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

Fig. 7 Flaperon control system

a) Operation of flaperon as ailerons

 The flaperons are controlled to operate as ailerons by deflecting the
control stick to the right or left directions.
 The flaperons operate as ailerons at an angle of 0 o (flaps are retracted)
and at an angle of 18o (flaps are extended); such an operation is provided
by the flaperon control mechanism.
 The control stick deflection in roll is transmitted via rigid control linkage to
input bell cranks. Deflection of these bell cranks is transmitted via rigid
linkage to the input levers of distribution device MR-80; this results
displacement of the hydraulic cylinders гц-30. The flaperons operating as
ailerons deflect according to the linear dependence between the control
stick and flaperon deflection angles.
 Operation of flaperons at angle of 18 is based on the same principle as
operation of the flaperon as aileron at angle of 0 o. In this case, the
deflection of the out put bell cranks assume as new, deflection position.
The dependence b/n the control stick and flaperon deflection angles will
be non-linear (refer fig 5).

Chapter [Link] Control system Page 30

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

The control stick deflections in roll cause the load feel mechanism spring to be
compressed, thus creating the “control feel”.
 Electric trim actuator MП-100M is controlled by means of four position
buttons 4KHP installed on the control stick grips and provided with two spring
–loaded position (to the right and to the left ) for controlling flaperons.
 The neutral position of electric trim actuator MП-100M is checked by
reference to illumination of the TR NT AL (TPИM ЭЛ, НЕЙТР) annunciator
located on the central panel of the instrument boards installed on cabin.
When the a/c gains the high angles of attack, the remote control system delivers an
electric signal to electro hydraulic valve controlling the hydraulic feed to the
hydraulic power cylinders engaging the additional load feel mechanism.
 Actuation of the hydraulic power cylinder results in limitation of the hydraulic
cylinder lever travel, which corresponds to connection of the additional load-
feel mechanism to the flaperon control linkage and limitation of the control
stick deflection in roll from ±22O to ±7O 30’.
 Connection of the additional load feel mechanism to the control system
results in a step of forces applied to the control stick from 5.8 to 7kgf at an
angle of ±7O 30’ which is percept as a stop.
 For over come this stop, it is necessary to apply the force to the control stick
in excess of 10kgf. When the control stick is deflected through the angles of
±22O the control stick forces grow up to 20kgf (with the additional load feel
mechanism connected).
 When the trim operated in the conditions at which the hinge movement on
the flaperons exceeds the servo actuator power and the lateral controllability
is ensured by the deferential deflection of the horizontal stabilizer panels
with the aid of the control stick.

b) Operation of flaperon as flaps

Operation of flaperon as flaps is controlled with the use of the push- button selector
switches labeled FLAPS DOWN-UP (ЗАКРЫЛКИ ВЫПЧЩНЫ-УБРАН). The selector
switches are located on the left hand panels in the cabin.
The flaperon operation may be controlled from both front and rear cabins (for
trainer a/c) but in this case, the control priority is ensured form the rear cabin by
setting the selector switch located on the instrument board upper panel to the
respective position.

The electric control signal is applied from the push- button selector switch to
electric actuator MПФ-10C where it is converted in the translational displacement
of the actuator rod. Displacement of the rod of electric actuator MПФ-10C through
differential bell crank is converted in to the rotation of the shaft and respectively in
to rotation of supporting bell crank (13), (24) witch results deflection of the flaperon
down through an angle of 18 O. Deflection of the flaperon from electric actuator
Chapter [Link] Control system Page 31
OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

MПФ-10C is not transmitted to the control stick, but is transmitted to the out put of
levers of distribution devices MP-80 and the rods of hydraulic power cylinders Гц-30
to displace respectively.
In this case the flaperon deflects synchronously down through an angle of 18 O. Such
a deflection of the flaperon is displayed on indication ИП-52 in both cabins.

c) Operation of flaperon in automatic mode

During the a/c maneuvers the electric control signal is delivered from the remote
control system CДУ - 10У to electro hydraulic servo unit PM- 130Б where the signal
is converted in to the displacement of the servo unit out put link. As in case of the
mechanism operation in the flap mode displacement of the mechanism link from
servo unit PM-130Б is not relayed to control stick, but is relayed via the differential
bell crank and the flaperon control mechanism to the input levers of distribution
device MP-80 through the rigid linkage, which results in the synchronous deflection
of the flaperons through the angle up to 5O.

4. Directional (yow) control system (rudder)

The directional control is operated by deflection of the rudder.
Deflection of pedals is transferred to the rudder by means of a/c hydraulic system
working fluid distribution devices with the aid of the rigid (mechanical) linkage.

 The rudders are deflected by the force of the hydraulic power cylinder.
 The rudder controls the movement of the a/c around vertical axis.
 The pedal also controls the main wheel brakes & the nose wheel steering.

Deflection angles of rudder control surfaces and pedal travels

Table1
Position of Travel of pedals, Position of Rudder
pedals mm rudder deflection
angle
The landing Right pedal: 95±5 To the right 22030’+1-2
gear is forward
extended and
retracted Left pedal: 95±5 To the left 22030’+1-2
forward

The tolerable difference in the angle of deflection of the right and left rudders is not
more than 0030’

Chapter [Link] Control system Page 32

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

Position of Travel of pedals, Position of Rudder

pedals mm rudder deflection
angle
The landing Right pedal: 32±4 till the force To the right (8+1-1.5)0
gear is forward step appears on
retracted the pedals (8+1-1.5)0
Left pedal: To the left
forward 32±4 till the force
step appears on
the pedals
The tolerable difference in the angle of deflection of the right and left rudders is not
more than 0030’
The landing Right pedal : 95±5 To the right 180 to 22030’
gear is forward
retracted
Left pedal : 95±5 To the left 180 to 22030’
forward
The tolerable difference in the angle of deflection of the right and left rudders is not
more than 0030’

The rudder control system includes the following units:-

4.1.1 Control linkage which located in the front cabin with pedal mechanism
(fig 8) located in the rear cabin with the aid of control linkage running
along the portside. The control leakage passes under the cabin floor and
run over the port to bell crank (9), through the pressure seal (5) in the
rear cabin, further on it runs along the rear cabin wall, passes in the
upper section of the instrument equipment compartment &then In the
fuselage spin fairing on frame NO 38, the control leakage branches &
passes through the engine compartments, runs to vertical stabilizer
where it is couples with the input levers of distribution devices (15)
&then connect with the load feel mechanism (64), electric trim actuator
(62), additional load feel mechanism (7) and hydraulic power cylinder
coupling the addition load feel device.

4.1.2 Pedal mechanism; the pedal mechanism (ref .fig8) of the parallel-
motion type is designed for deflecting the rudder, steering the nose
wheel and braking the main l/g wheels. The pedal mechanism located in
the front & rear cabins are similar in design.

Chapter [Link] Control system Page 33

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

The pedal mechanism is installed on the cabin floor at an angle of 15 0 with

the respect to the vertical, which ensures the convenient employment of the
pedal mechanism.
The rudders are controlled by deflecting the pedals forward & backward; the
braking is effected by depressing the upper parts of pedals (9) by the toes
(simultaneously or separately, which results in the simultaneously or brake of
both wheels)

The nose wheel steering control system actuator is coupled with the rudder
control linkage & is engaged by the pedal deflection, with the WHEEL
STEERING (КОЛЕСОМ) switch turned ON.
Pedals can be adjusted for long & short leg positions with in ±80mm.

Fig. 8 pedal mechanism

4.1.3 Pressure seal deferens rudder feel device has three spring s similar with
flaperon pressure seal)
The pressure seal is actually a three arm bell crank with vertically located
shaft. Shaft (3) is made from steel (ЗОХГСΑ) and is installed in two ball
bearings in bracket (1).

Main load feel mechanism the load feel spring mechanism is designed for creating
the force applied to the control stick during directional deflection.
Chapter [Link] Control system Page 34
OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

4.1.4The design & operating principle of main load feel mechanism of flaperon and
rudder are similar. The difference consists in the fact that the rudder load feel
mechanism employs three springs instead of one spring. This make it possible to
obtain the braking line characteristic of the artificial feel , that is to ensure a more
rapid growth of the artificial feel growing rate at the great deflections.
4.1.5 Differential bell crack assembly (fig 9): the differential bell crank assembly is
designed for coupling the electro hydraulic actuator of the CДУ-10У system yaw
stability augmenter with the rudder control system. In this case the rudder control
is provided: from the pedals with the RCS actuator rods being motion less, from the
remote control system with the pedals being motion less and also during the
control operation of the pedals and remote control system.

Fig.9 Differential bell crank assembly

Chapter [Link] Control system Page 35
OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

4.1.6 Electro hydraulic actuator Пм15БA (Ref fig10)

The actuator consists of two basic assemblies; the base and three electro
hydraulic units mounted on the base. The base is used to combine the
component of the actuator in to a single assembly.
The electro hydraulic units convert the electric signals delivered from the
remote control signals in to the translational motion which imparted to the
rudder control linkage. The hydraulic power for the actuator is provided by
two independent hydraulic systems the first &second ones.

Fig. 10 electro hydraulic actuator

4.1.7 Actuator: the actuator consists of two separate installed, but hydraulically
inter coupled units hydraulic distribution device MP-60Б &hydraulic power
cylinder block Бгц-20Б.

The distribution device is designed for distribution of the working fluid (oil) in
the hydraulic actuator cavities, depending up on the position input bell crank
coupled with the rudder linkage.

The hydraulic power cylinder block is the actuating mechanism of the

actuator, structurally; the block is composed of two hydraulic cylinders
combined in a single unit. The hydraulic power cylinder rods are directly
coupled with the rudder lever.

Chapter [Link] Control system Page 36

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

4.1.8 Additional load feel mechanism is used for limiting the rudder deflection
angles & is coupled with rudder control linkage during the load gears
retraction. The design of additional load feel mechanism is similar. The
only difference is the additional load feel mechanism has more rigid spring
and is pre compressed to the greater extent.

4.1.9 Hydraulic power cylinder additional load feel mechanism:

The hydraulic power cylinder is designed for coupling the additional load
feel mechanism with the rudder control linkage.

4.2 Operation
Deflection of the pedal mechanism (ref fig1 to 27.10.00) is transferred through the
control linkage to the input bell cracks of distribution devices (15) which results in
displacement of the slide valve in these devices, communication of the hydraulic
cylinder block cavities with the delivery and return lines of the a/c hydraulic
systems. In this case, the hydraulic power cylinder block rods move and deflect the
rudders. The main load feel mechanism creates “control feel” in direction, with the
l/g extended.
When the landing gear is retracted, the additional load feel mechanism couples with
the control linkage, increasing the force applied to the pedals during their travel of
up to± 32mm and limiting their further travel.
With the L/g extended the additional load feel mechanism moves together with the
rudder control linkage and does not influence on the pedals travel since the lever of
hydraulic power cylinder coupling the additional load feel mechanism is free to turn
relative to the hydraulic power cylinder (Ref fig 8)
The force applied to the pedals verses the pedals travel are shown in fig 9. Hydraulic
actuator (18) is engaged only during operation of the directional stability augmenter
and does not interfere with the pedal deflection.
The electric trim actuator is controlled in its operation by means of the RUDDER
TRIM (TPИMMEP PH) two position selector switches which have two spring –
loaded positions to the right and to the left. The neutral position of the trim
actuator is checked by reference to illumination of the TR .NT .RD (TPИM, PH &
HEИTP) annunciator located on the instrument board central pedals

Chapter [Link] Control system Page 37

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

Fig. 11 rudder control system

For more information of the a/c control system refer book 4 part 2 27.00.00 and the
rudder control surface deflection located book4 part 4 page 236 &267 table 203
27.20.00.

5. Wing high-lift device control: the wing high devices are used to improve the a/c
take-off and landing performance and maneuvering characteristics.
The wing high lift device control comprises:-
The system of control the flaperons operating as flaps. The system deflects the
flaperon through an angle of 180.
The system to control the wing leading edges in response to the signal delivered
from ( RCS) CДУ-10У. In this case the wing leading edges are deflected through an
angle of up to 300.
The wing high lift device control linkage is coupled with the control stick and pedals.

5.1 wing leading edge control – description and operation

General
The wing leading edges are controlled automatically by the signals from remote
control system СДУ-10У, depending up on the angle of attack (with the WING
LEADING EDGES (HOCK и KPылA) selector switch set to the AUTO (ABT.)position) or
manually (with the WING LEDING EDGES selector switch set to the DOWN
(вЫпущЕНЫ ) or up (УБРАНЫ) position.

Chapter [Link] Control system Page 38

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

The remote control system actuator in controlling the wing leading edges is servo
unit PM-190 coupled by the mechanical linkage with the input levers of distribution
device MP-70 installed in the starboard and port wing panels.
The wing leading edge control system (fig 13) comprises:-
 Servo unit PM-190 which is the electro hydraulic unit of the remote control
system installed on false spar NO3 of the center wing section, on the
starboard, in the area of frames NOs 24 &25 under the front cabin floor.
 Spring link installed in the wing center section, on the starboard, in the area
of rib NO 7 of the wing center section;
 Two combined spring link installed the starboard and port wing outer panels
each, between distribution deviceMP-70 and quadrants.

Fig.12 combined spring link

 Two distribution devices MP-70 installed on the front spars of the starboard
and port wing outer panels at the production joint;
 16 hydraulic power cylinders гц-45 installed on the left and right along the
wing span.
 Two transmitters ДС-11A (11) (form the remote control system set) installed
on the port side of the wing center section and quadrant.
 Control linkage: the wing leading edge mechanism linkage is combination of
rigid and cable linkages and consists of the control rod, quadrants, control
cable made from stainless steel (ф 3.6mm), text tile pulleys & brackets. It is

Chapter [Link] Control system Page 39

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

used to couple servo unit (PM-190) out put bell crank to distribution device
(MP-70) input bell crank
The distribution device together with eight hydraulic cylinders is the actuator 0f the
wing leading edge control system. The a/c employs two actuators for the starboard
and port wing panels, inter coupled with the aid of the mechanical linkage. The
servo unit converts the electrical signals received from the remote control system in
to the mechanical movements of the out put bell cranks

Each of two combined spring- loaded links (8), (17) performs two functions:
Ensures the compression of the slide valve of distribution devices MP-70 (7), (18) for
retraction of the leading edges in the regimes at which servo unit PM-190 (14) is
inoperative.
Decrease the load on the leading edge control link when the hydraulic systems are
depressurized due to the leading edge unbalance and wind load on the parked
aircraft.

The spring link is the coupling link between the servo unit and linkage quadrants. It
serves as a safety device, ensuring the travel of the output of the servo unit in
compliance with the assigned low when the leading edge deflection rate decreases
under the hinged moments.
The combined spring links are the coupling ones between the quadrant of the wing
leading edge control system cable linkage and the input bell cranks of distribution
devices. They are designed for:
 Compression of the slide valve of distribution devices MP-70 for retraction
of the leading edges in the regimes at which the leading edges are not
deflected with the airframe being subjected to the electric deformation.
 Retraction of loads on the control linkage when there is no pressure in the
hydraulic system of the parked aircraft.
 When there is no pressure in the hydraulic system, the wing leading
edges, due to their unbalance, drop by gravity force, till the right quadrant
comes to the adjustable stop. Then the combined links stretch (due to
compression of the springs inside the links) and the leading edges get
locked- the rods of hydraulic power cylinders гц-45 bear against the
cylinder bottoms. Hence, the weight of the leading edges and wind loads
acting on the wing leading edges are taking up by the hydraulic power
cylinders, where as the control linkage is loaded only by the force of the
compressed spring of the combined spring links.

5.1.1 Operations
Chapter [Link] Control system Page 40
OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

The electric signals of the remote control system are applied to servo unit PM-190
(14) refer to 27.10.00 fig2 where they are converted in to the deflections of the
servo unit out put lever.
These deflections are transmitted via spring link(15) to quadrant (16)and to
quadrant(9)through the cable linkage and then through combined spring link(8),
(17) to the input levers of distribution device MP-70 (7), (18) controlling the working
fluid (oil) feed to hydraulic cylinders гц-45. Movement of the hydraulic power
cylinder rods leads to the synchronous deflection of the wing leading edges down
through the angle of up to 300.

The movement is transmitted from quadrant (9)through control rod to two

transmitters ДC-11A (11) where this movement is converted in to the electric
signals applied to wing leading edge position indicators ИС-H-Б installed in front &
rear cabins.
When the leading edges are deflected through the maximum angles, the limit
switch of servo unit Pm-190 (14) operates, as a result of which the indicator lights
illuminate on position indicators иП-52 located on the instrument boards in both
cabins. At retraction of the wing leading edge, the indicator lights extinguish.

Fig 13 wing leading edge control system

1 Air brake control system

The purpose of the air brake control surface is to decrease the speed of the a/c in
air.
The air brake is controlled electro hydraulically with the aid of the electro
hydraulically valve operated from the second hydraulic system.

The air brake electro hydraulic remote control system (ref. fig. 14) provides for
extension and retraction of the air brake and its retention in the extreme positions

Chapter [Link] Control system Page 41

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

The control unit of the system is electro hydraulic valve (6) controlled by selector
switch (3), the actuating unit is hydraulic power cylinder (7)

6.1 Descriptions
6.2 Air brake power cylinder
The air brake power cylinder is of the two way action. It consist of the power
cylinder proper and the operating rod with piston (ref .fig 14).the power
cylinder is attached to the fuselage and the operating rod is coupled with the
air brake (refer to 057.00.00, book3/1)

6.3 Operation
Electro hydraulic valve (6) incorporated in the air brake control circuit is energized
and communicates the air craft hydraulic system delivery line with the cavity of
hydraulic power cylinder(7) for the operating rod retraction, and the opposite
cavity , with the return line.
The air brake is held in the retracted position
If selector switch (3) is set to the first cabin position, selector switch (4) is energized.
If selector switch (3) is set to the second cabin position, selector switch (5) is
energized .for extending, the air brake, shift the air brake (ΤРМОЗ.ШИТОК) selector
switch (4) or (5) back word. In this case, the retraction (УБОРКА) coil of the valve
solenoid becomes de energized, where as the extension (ВЫПУСК) coil gets
energized and as result of which the slid valve will move to the left (as shown in the
diagram) position at which the hydraulic system delivery line gets communicated
with the power cylinder cavity for extension of the operating rod where as the
opposite cavity of the power cylinder will be communicated with the return line.

The oil pressure pushes the operating rod out of the cylinder to extend the air
brake. The air brake extends maximum 54 degree.
For retracting the air brake, shift selector switch (4) or (5) forward. In this case all
the components of the system will assume the position shown in the diagram (slide
valve (6) moves for ward). The oil pressure forces the operating rod to return to the
cylinder to retract the air brake.
The air brake is retained in the extreme positions by the oil pressure available in the
power cylinder.
With the electro hydraulic valve reenergized (the slide valve position is shown in the
diagram), both cavities of the power cylinder are crossed over & communicate with
the return line.
In case of the oil pressure drop in the hydraulic tank of the second hydraulic system
to the critical value, relay (2) operates & opens the air brake control electric circuit.

Chapter [Link] Control system Page 42

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

Fig. 14 air brake control system

Chapter [Link] Control system Page 43

OJT package SU – 27 Engine and Air frame Course No. 2 March 2011

Chapter [Link] Control system Page 44