Scribd
Upload

Aircraft Control Surface Balancing

361 views44 pages
Balancing and rigging of flight control system esp. control surfaces. Gives a general idea of what balancing and rigging mean.

Uploaded by

arun_devaraj
  • Balancing & Rigging Flight Control System
  • Rigging

Flight control surfaces must be balanced to achieve

desired output.

Two types
Static Balancing Aerodynamic Balancing

A control surface which is statically balanced,


reduces possible flutter.

A control surface that is aerodynamically balanced to reduce the force necessary to displace it by providing some area ahead of the hinge line.

A condition of balance of an aircraft control surface in which the surface balances about its hinge line. Lead weights are often installed

in parts of the surface ahead of the hinge line to balance the surface. Controls are statically balanced to prevent control-surface flutter.

Has to be done before painting as the distribution of paint over the control surface can seriously change it.

Over-balance Should the trailing edge of the control surface rise some position above a horizontal plane, an overbalance condition is apparent. Typical overbalance condition essential for good results in high-performance aircraft. Under-balance Chord angles down at trailing edge. If the control surface assumes a trailing-edge-low attitude, it is statically underbalanced and a tail-heavy condition exists. The static under balance, or tail heavy condition first described, is the least desirable as it may result in unpredictable flight performance.

Neutral balance
If the control surface remains in a level (horizontal) attitude, it is said to be statically 100% balanced and its center of gravity (cg) is co-located with the hinge axis. 100% balanced to a level attitude should consistently give good results.

Aerodynamic balance involves using the


aerodynamic forces on the control surface to reduce the hinge moment / stick force. The aerodynamic force on the controls will depend on the area of the control surface, its angular displacement and the IAS.

There are many ways to aerodynamically


balance the control surfaces.

Inset hinge Horn Balance Internal Balance Trim and Balance Tabs

As the name implies the hinge is set inside. If distance (d) is reduced the hinge moment will be reduced. Smaller the hinge moment, smaller the stick force.

Aerodynamic force should never be forward of the hinge. If it does then it will be an "overbalance" condition in which at first there is a reduction then reversal of force.

Part of the surface is forward of the hinge


line, and forces on this part of the surface give hinge moments which are in the opposite direction to the moments on the main part of the surface. The overall moment is therefore reduced.

Aerodynamic balance area is inside the wing. Movement of the control causes pressure

changes on the aerofoil, and these pressure changes are felt on the balance area.

The pressure difference on the balance therefore


gives a hinge moment which is the opposite to the hinge moment on the main control surface, and the overall hinge moment is reduced.

Balance and trim tabs move in the opposite


direction to the main control. The force generated on the tab then works to

assist the movement of the main control.

The purpose of the trim tab is to adjust the main control position in flight so that there are no
feedback forces (i.e. trim the aircraft so that it can fly hands off).

Balanced tab is similar to trim tab but it is coupled to the control surface. It moves in the opposite direction to the control surface. This provides a counterbalance and makes it easy for the pilot to move and hold the control surface position.

They work in the opposite way to a balance tab. They deploy in the same direction as the control surface, making the movement of the control surface more difficult and requires more force applied to the controls by the pilot. It is commonly used on aircraft where the controls are too light or the aircraft requires additional stability in that axis of movement.

The B elevator with D control tab (moved by the control column) and C geared tab(mechanically linked to

the A horizontal stabilizer). As the elevator moves, the geared tabs


move in the same direction as the control tabs to provide additional aerodynamic control surface.

The control column is connected to the tab.


Pilot control input deflects the servo tab only, the aerodynamic force on the tab then moves the control surface. The disadvantage of the servo tab is reduced control effectiveness at low IAS.

The flight control systems need to be rigged from time to time so that they carry out their function correctly. Flying control system rigging is carried out: 1. After manufacture 2. When stated in the aircraft maintenance schedule 3. When a component in the system is changed 4. After a reported flying fault from the pilot 5. Sometimes after a heavy landing or flight through turbulent air

Rigging procedures vary depending on whether the controls are manually operated or power operated. It will also vary depending on whether the controls are operated by a cable system, push-pull rods or fly-by-wire. The AMM Chapter 27 gives the proper procedure for rigging the particular control system. It may be necessary to refer to Chapter 20 Standard Practices.

The general procedure for both manually operated and power-operated flying control systems is:
1. 2. 3. 4. 5. Refer to the AMM Set the control system to neutral Check cable tensions Do a sense of movement check Do a freedom of movement or static friction check 6. Do a range of movement check 7. Loose Article Check 8. Duplicate Inspection

Jacked and levelled the aircraft and placed in the rigging position. Stable aircraft temperature, 3C along the cable for at least one hour. Tripped off appropriate electrical circuits and place warning notices on the control surfaces and circuit breakers. Release hydraulic pressure from the hydraulic system accumulators. Before disconnecting drive shafts, mark the angular position of the joints to ensure correct alignment on reconnection

Place rigging pins or rigging fixtures on the pilot's controls at the control surface end of the system and intermediate cablequadrants or linkages in the system. Ensure that the whole control system is in neutral, including: 1. PFCUs and artificial feel units 2. Cockpit indicators 3. Trimming systems 4. Tabs and trim tab position indicators

EXAMPLE OF A CONTROL COLUMN RIGGING FIXTURE

When new control cables are fitted, tighten to a higher than normal cable tension, then operated through their full travel for a given number of times. When rigging is complete, make sure that each rigging pin can be removed and replaced easily. This shows that cables are correctly adjusted for length and correctly tensioned. Remove all rigging pins and fixtures. Recheck cable tensions and control neutral settings.

The cockpit controls are moved and a check made to make sure that the control surfaces move in the correct sense. The control surface position indicators in the cockpit must also move in the correct sense. On most large aircraft the spoilers move asymmetrically when the ailerons are moved. Correct sense of movement under autopilot command must also be checked.

Pull the control system through its full range of movement using a spring balance attached to the control column and rudder pedals. The force required to operate the controls should not exceed that given in the Table.
Maximum Weight of Aeroplane kg (lb) Maximum Static Force on Control N (lbf) Elevator 17.79 N (4 lbf) 22 680 kg (50 000 lb) or more 44.48 N (10 lbf) Aileron 8.89 N (2 lbf) 35.59 N (8 lbf) Rudder 26.68 N (6 lbf) 44.48 N (10 lbf)

5700 kg (12 500 lb) or less

Linear variation should be assumed between these weights

Move the pilot's controls in both directions from the neutral position and measure the range of travel using a ruler. If incorrect, adjust the control surface stops (primary stops). The cockpit control stops (secondary stops) are then adjusted to a specified clearance. Check the controls in power and manual. Ensure that cockpit indicators give correct indications Lock all the system points where previous adjustments have been made.

Ensure that the trim tabs and other tabs operate correctly, in a similar manner to the main control surfaces. Make sure that trim tab position indicators function properly. Make sure that the control locks engage and disengage properly. Make sure that the associated warning devices are operating correctly.

This should be done after every job has been completed on an aircraft. Inspect the area to make sure that no tools, spares, locking wire, cleaning cloths etc. have been left behind. Do a tool check outside the aircraft.

All the parts of a flying control system are generally classed as VITAL POINTS and if disturbed will require a duplicate inspection. A vital point is any point on an aircraft at which a single incorrect assembly could cause loss of the aircraft and/or fatalities. A duplicate inspection of a vital point/control system is an inspection which is first made and certified by one qualified person and then made and certified by a second qualified person.

The inspection must be carried out systematically to ensure that each and every part of the system is correctly assembled and is able to operate freely over the specified range of movement without risk of fouling. Also that it is correctly and adequately locked, clean and correctly lubricated and is working in the correct sense in relation to the movement of the control by the crew.

Aviation Dictionary [Link] [Link] .php?p=642&sid=474eb5932661e518b6192806 85fd5ab9 [Link] ng/fxd_wing/[Link]

[Link] 9
[Link] Air Service Training (Engineering) Ltd, Aeronautical Engineering Training Notes

Common questions

Powered by AI

Rigging procedures are crucial for ensuring that the flight control systems function correctly by adjusting and aligning control surfaces, checking cable tensions, and ensuring proper control movement. Rigging involves a series of checks and adjustments, such as setting controls to neutral, adjusting cable tensions, and conducting sense and freedom of movement checks . These procedures are necessary after component changes, reported faults, or significant events (e.g., heavy landing) and ensure that rigged systems operate safely and efficiently .

Servo tabs are advantageous because they allow pilots to move control surfaces with less effort by using aerodynamic forces on the tab to move the control surface itself, thereby reducing the physical force required . However, their effectiveness is reduced at low indicated airspeeds, which can limit their utility during certain flight regimes such as takeoff and landing . Furthermore, the reliance on aerodynamic forces means that their performance is dependent on airspeed and control surface displacement .

Balance and trim tabs assist an aircraft's flight control system by providing aerodynamic support that reduces pilot workload. Trim tabs allow for fine adjustments to the control surfaces' positions to stabilize the aircraft and eliminate control force feedback, facilitating 'hands-off' flight . Balance tabs move oppositely to the control surface, providing counterbalance that aids in maintaining the desired control surface position, enhancing maneuverability and responsiveness for the pilot .

Static balance is used to reduce the possibility of flutter in control surfaces by ensuring the surface balances about its hinge line, often by using lead weights in parts of the surface ahead of the hinge line . Aerodynamic balance reduces the force needed to displace a control surface by designing the surface with some area ahead of the hinge line, thus utilizing aerodynamic forces to balance the surface . The main difference is that static balancing focuses on physical weight distribution to prevent flutter, whereas aerodynamic balancing uses airflow characteristics to minimize control forces .

Environmental conditions like temperature play a vital role in the rigging of an aircraft's control systems, as they can affect material properties and tension in control cables. A stable temperature, typically within ±3°C, ensures consistent tension in cables during adjustments, and prevents misalignment or improper tension that could result from thermal expansion or contraction . Maintaining a stable temperature during rigging helps ensure precision in adjustments and component fitting, which is essential for safe and effective aircraft operation .

The position of the hinge line affects aerodynamic balance by determining the distribution of aerodynamic forces across the control surface. If the aerodynamic center is ahead of the hinge line, it can reduce the hinge moment and stick forces needed to move the surface . However, if the aerodynamic forces acting forward of the hinge line create an 'overbalance' condition, they can lead to an initial reduction and then possible reversal of force, which can adversely affect control predictability and lead to undesirable flight characteristics .

A systematic duplicate inspection on aircraft vital points is critical as it ensures the integrity and safety of crucial aircraft systems. Vital points, being components whose incorrect assembly could lead to catastrophic events, require careful verification by two qualified individuals to certify correct assembly, function over specified ranges, proper locking, and direction of movement . This process minimizes the risk of human error, which could result in loss of aircraft control or failure during operation .

Trim tabs are designed to help maintain a desired position of a control surface in flight without requiring continuous input from the pilot, thereby reducing pilot workload for maintaining steady flight conditions . Anti-balance tabs, on the other hand, are configured to move in the same direction as the control surface, thereby increasing the pilot's control effort required to move the surface, often used where controls are too light or additional stability is desired . Both provide specific aerodynamic adjustments, but serve opposite purposes in flight control dynamics .

Flight control surfaces must be balanced to achieve desired output. Two types ◦Static Balancing ◦Aerodynamic Balancing
A control surface which is statically balanced, reduces possible flutter. A control surface that is aerodynamically ba
A condition of balance of an aircraft control surface in which the surface balances about its hinge line. Lead weights are
Over-balance Should the trailing edge of the control surface rise some position above a horizontal plane, an overbalance c
Neutral balance If the control surface remains in a level (horizontal) attitude, it is said to be statically 100% balanced

You might also like