FLIGHT CONTROLS FUNDAMENTALS

FLIGHT CONTROLS

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HAM US/F-5 MeA 01.12.2007 ATA_DOC Page 1
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

OPERATION AND EFFECT OF FLIGHT CONTROLS

AXES AND MOTIONS
The flight controls are used to control aircraft movement. They change the forces
acting on the aircraft around the 3 main aircraft axes:

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the lateral axis,
the longitudinal axis, and
the vertical axis.
The motions of the aircraft around the 3 axes are referred to as
pitch,
roll, and
yaw.
Pitch is the nose up - nose down motion around the lateral axis.
Yaw is the nose left - nose right motion around the vertical axis.
Roll is the wing up - wing down motion around the longitudinal axis.

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HAM US/F-5 MeA 01.12.2007 01|Axes and Motions/ALL Page 2
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

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Figure 1 Axes and Motions
HAM US/F-5 MeA 01.12.2007 01|Axes and Motions/ALL Page 3
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

PRIMARY FLIGHT CONTROLS

The flight controls are divided into primary flight controls, which control the aircraft
around the 3 axes, and secondary flight controls.
The primary flight controls are:
the ailerons, and

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the roll spoilers,
the elevators, and
the rudder.zlzl

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HAM US/F-5 MeA 01.12.2007 02|Primary Flight Controls/ALL Page 4
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

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Figure 2 Primary Flight Controls
HAM US/F-5 MeA 01.12.2007 02|Primary Flight Controls/ALL Page 5
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

AILERONS
2 ailerons and 2 sets of roll spoilers are used for roll control.
When the aileron on 1 wing deflects upward, the aileron on the other wing
deflects downward.
Note, that the roll spoilers extend on the wing with upward aileron deflection.

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This helps to fly an accurate turn.
An up deflected aileron and extended roll spoilers create a down going wing.
Some aircraft, for example the Boeing 747, have inboard and outboard ailerons
on each wing.
The inboard and the outboard ailerons are used for roll control during low
speed flight, but only the inboard ailerons are required during high speed flight.
The outboard ailerons remain inactive during high speed flight.

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HAM US/F-5 MeA 01.12.2007 03|Ailerons/ALL Page 6
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

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Figure 3 Ailerons
HAM US/F-5 MeA 01.12.2007 03|Ailerons/ALL Page 7
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

ELEVATORS
The elevators are used for pitch control of the aircraft; that is control around the
lateral axis.
Both elevators move up and down at the same time.
Up deflected elevators create a nose up aircraft motion, and down deflected

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elevators create a nose down motion.

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HAM US/F-5 MeA 01.12.2007 04|Elevator/ALL Page 8
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

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Figure 4 Elevators
HAM US/F-5 MeA 01.12.2007 04|Elevator/ALL Page 9
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

RUDDER
The rudder is used for yaw control; that is control of the aircraft around the
vertical axis.
A left deflected rudder creates a nose left motion, and a right deflected rudder
creates a nose right motion.

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HAM US/F-5 MeA 01.12.2007 05|Rudder/ALL Page 10
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

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Figure 5 Rudder
HAM US/F-5 MeA 01.12.2007 05|Rudder/ALL Page 11
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

ELEVONS AND RUDDERVATORS

Aircraft types with a V-tail have ruddervators as a combination of rudder and
elevator. When both surfaces are simultaneously moved up or down, they
provide the elevator function.
If 1 surface moves up and the other down, the combined aerodynamic forces

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generate a yaw motion. This is the rudder function.

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HAM US/F-5 MeA 01.12.2007 06|Elevons and Ruddervators/ALL Page 12
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

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Figure 6 Ruddervator Operation
HAM US/F-5 MeA 01.12.2007 06|Elevons and Ruddervators/ALL Page 13
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

Elevons and ruddervators cont.

The V-tail has the advantage of saving weight, because no additional vertical
stabilizer is needed.
On the other hand it has some disadvantages.
The effective elevator surface area is only the projected area to the horizontal

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plane and the effective rudder surface area is only the projected area to the
vertical plane so that the ruddervator surface area must be increased,
depending on the dihedral angle of the tail. In addition, you do not have full
elevator and rudder deflections available at the same time and aircraft stability
is also affected because of the smaller effective stabilizer area. Last but not
least control surface adjustment is more complicated because of the combined
inputs.

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HAM US/F-5 MeA 01.12.2007 07|Elevons and Ruddervators/ALL Page 14
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

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Figure 7 Advantages / Disadvantages of Ruddervator
HAM US/F-5 MeA 01.12.2007 07|Elevons and Ruddervators/ALL Page 15
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

Elevons and ruddervators cont.

On delta wing aircraft (also called tailless aircraft) like the Concorde or space
shuttle there are elevons as a combination of elevator and aileron.
When both surfaces are moved up or down simultaneously they provide the
elevator function, but if one surface moves up and the other down you

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decrease the lift on 1 wing and increase it on the other wing.
This is the aileron function.

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HAM US/F-5 MeA 01.12.2007 08|Elevons and Ruddervators/ALL Page 16
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1
zl

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Figure 8 Elevons
HAM US/F-5 MeA 01.12.2007 08|Elevons and Ruddervators/ALL Page 17
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

SECONDARY FLIGHT CONTROLS

The secondary flight controls are used to change the lift, drag, and trim of the
aircraft.
The secondary flight controls consist of:
lift devices, and

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trim systems.

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 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

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Figure 9 Lift devices
HAM US/F-5 MeA 01.12.2007 09|Secondary Flight Controls/ALL Page 19
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

LIFT DEVICES
The lift devices are:
the leading edge devices,
the flaps, and

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the speed brakes.

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HAM US/F-5 MeA 01.12.2007 09a|Lift Devices/ALL Page 20
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

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Figure 10 Lift devices
HAM US/F-5 MeA 01.12.2007 09a|Lift Devices/ALL Page 21
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

Lift devices cont.

Speed brakes are used to increase the drag and decrease the lift.
The speed brakes operate symmetrically on each wing.
The speed brakes share some panels with the roll spoilers.

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HAM US/F-5 MeA 01.12.2007 10|Lift devices/ALL Page 22
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

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Figure 11 Speed Brakes
HAM US/F-5 MeA 01.12.2007 10|Lift devices/ALL Page 23
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

Lift devices cont.

The leading edge devices and the trailing edge flaps are used to increase the
lift for low speed flight.
During flap extension the wing area increases and the camber of the wing
changes.

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The leading edge devices and the flaps work together.

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HAM US/F-5 MeA 01.12.2007 11|Lift devices/ALL Page 24
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

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Leading Edge Devices

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Figure 12 Leading Edge Devices
HAM US/F-5 MeA 01.12.2007 11|Lift devices/ALL Page 25
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

Lift devices cont.

In some aircraft types you can find flaperons.
These surfaces work usually as ailerons, but when the flaps are extended they
are deflected down symmetrically. This increases the effective flap area and is
also known as the aileron droop function.

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HAM US/F-5 MeA 01.12.2007 12|Lift devices/ALL Page 26
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

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Figure 13 Flaperon
HAM US/F-5 MeA 01.12.2007 12|Lift devices/ALL Page 27
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

TRIM SYSTEMS
The secondary flight controls also include trim systems for:
roll,
pitch, and

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yaw.
Trim systems compensate for imbalance of the aircraft. Imbalance occurs if the
forces around any of the aircraft axes are not equal.
Trim systems equalize these forces and ensure that the aircraft is balanced for
a steady flight.
The trimable horizontal stabilizer provides the trim force, which compensates
for imbalance along the longitudinal axis
Pitch trim is achieved by the trimable horizontal stabilizer,
roll trim by the ailerons, and
yaw trim by the rudder.
Pitch trim requires a specially designated surface, the trimable horizontal
stabilizer, because of the greater possible imbalance around the pitch axis.

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HAM US/F-5 MeA 01.12.2007 13|Trim Systems/ALL Page 28
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

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Figure 14 Trim System
HAM US/F-5 MeA 01.12.2007 13|Trim Systems/ALL Page 29
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

BASIC FLIGHT CONTROL SYSTEM

All flight control systems can be divided into:
control inputs,
control transmissions, and

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control outputs or surfaces.

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HAM US/F-5 MeA 01.12.2007 14|Basic Flight Control Syst. /ALL Page 30
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

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Figure 15 Mechanical Cockpit Controls
HAM US/F-5 MeA 01.12.2007 14|Basic Flight Control Syst. /ALL Page 31
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

MECHANICAL COCKPIT CONTROLS

The control inputs for the primary flight controls are located in the cockpit.
The control columns are used to operate the elevators,
the control wheels operate the ailerons and the roll spoilers, and

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the rudder pedals are used to operate the rudder.

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HAM US/F-5 MeA 01.12.2007 14a|Mech. Cockpit Controls/ALL Page 32
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

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Figure 16 Mechanical Cockpit Controls
HAM US/F-5 MeA 01.12.2007 14a|Mech. Cockpit Controls/ALL Page 33
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

COMBINED CONTROL INPUTS

Ruddervators need a mixer unit, which combines the conventional control
inputs from control column and rudder pedals. On conventional aircraft the
mixer is a mechanical unit.
With a rudder pedal input you rotate the vertical axis of the mixer unit, which

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moves one ruddervator up and the other down.

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 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

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Figure 17 Combined Control Inputs
HAM US/F-5 MeA 01.12.2007 15|Combined Control Inputs/ALL Page 35
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

Combined control inputs cont.

With an input from the control column you rotate the gimbal of the mixer unit
around its horizontal axis, which moves both ruddervators simultaneously up or
down.

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 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

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Figure 18 Control Column Input
HAM US/F-5 MeA 01.12.2007 16|Combined Control Inputs/ALL Page 37
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

SIDE STICK INPUTS

In modern fly by wire Airbus aircraft side sticks are used to operate the primary
flight controls.
Forward and backward movement of the side stick is used for pitch control by
the elevators, and left and right movement operates the ailerons and roll

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spoilers for roll control. Rudder control is still done with the rudder pedals.

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HAM US/F-5 MeA 01.12.2007 17|Side Stick Inputs/ALL Page 38
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

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Figure 19 Side Stick Inputs
HAM US/F-5 MeA 01.12.2007 17|Side Stick Inputs/ALL Page 39
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

SECONDARY FLIGHT CONTROLS INPUT

The control inputs for the secondary flight controls are located on the pedestal
in the cockpit.
The speed brake lever is used to operate the speed brakes, and the flap lever
is used to operate the flaps.

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The flap lever also operates the leading edge devices.
The pitch trim wheels are used to operate the trimable horizontal stabilizer.
With the aileron trim switch you change the neutral position of the ailerons to
adjust an imbalance around the longitudinal axis.
With the rudder trim switch you change the neutral position of the rudder to
adjust an imbalance around the vertical axis.
Control transmissions connect the control inputs with the control outputs.

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HAM US/F-5 MeA 01.12.2007 18|Secondary Flight Controls Page 40
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 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF FLIGHT
CONTROLS ATA 27.1

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Figure 20 Secondary Flight Controls
HAM US/F-5 MeA 01.12.2007 18|Secondary Flight Controls Page 41
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 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

CONTROL TRANSMISSIONS
Control transmissions are achieved mechanically, hydraulically, and electrically.

Mechanical transmissions
The main components in a mechanical transmission are

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rods and
a cable system.

Hydraulical transmissions
Hydraulical transmissions use hydraulic components to convert input signals into
hydraulic pressure. The hydraulic pressure moves the flight control surface.
Hydraulical transmissions use:
mechanical components as well as
hydraulical components.
Electrical transmission
An electrical transmission includes a flight control computer and electrical
connections.
Control inputs are transmitted via electrical signals.
Electrical transmissions use:
mechanical and
hydraulical components as well as
electrical components.

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HAM US/F-5 MeA 01.12.2007 19|Control Transmissions/ALL Page 42
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
OPERATION AND EFFECT OF
FLIGHTCONTROLS ATA 27.1

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Figure 21 Control Transmissions
HAM US/F-5 MeA 01.12.2007 19|Control Transmissions/ALL Page 43
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

CONTROL CABLES
CONTROL CABLE CONSTRUCTION
Steel cables are used in most aircraft mechanical transmissions. All cables consist
of 7 strands, which are helically twisted. The strands consist of a number of wires,

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which are also helically twisted.
Some strands have 7 wires and some have 19 wires.
The greater the number of wires in a strand, the more flexible the cable is.
The diameter of a cable is the diameter of the circumscribed circle.
A cable is identified by:
the diameter,
the number of strands, and
the number of wires in each strand.

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HAM US/F-5 MeA 01.12.2007 01|Contr Cable Construct/B1 Page 44
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 22 Steel Cables
HAM US/F-5 MeA 01.12.2007 01|Contr Cable Construct/B1 Page 45
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Control cable construction cont.

Most cable runs have sections with relatively straight cable routing, and sections
with several changes of direction.
Extra flexible cables are used in sections which require several changes of
direction.

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HAM US/F-5 MeA 01.12.2007 02|Contr Cable Contruct/B1 Page 46
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 23 Cable Routing
HAM US/F-5 MeA 01.12.2007 02|Contr Cable Contruct/B1 Page 47
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Control cable construction cont.

Some older aircraft use rods and levers for transmission instead of cables. If we
compare a cable transmission with a rod transmission we can see some of the
advantages and disadvantages of using cables.
An obvious advantage of cables is that they use less weight than rods and levers.

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An obvious disadvantage is that cables cannot transmit push forces.

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HAM US/F-5 MeA 01.12.2007 03|Contr Cable Construct/B1 Page 48
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 24 Comparison Cable / Rod Transmission
HAM US/F-5 MeA 01.12.2007 03|Contr Cable Construct/B1 Page 49
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Control cable construction cont.

Cables have some other advantages over rods. You can see that there are much
fewer connections on a cable system than on a rod system.
Each connection must have a small mechanical play to allow movement.
The greater the number of connections, the greater the total mechanical play and

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the less accurate the transmission.

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HAM US/F-5 MeA 01.12.2007 04|Contr Cable Construct/B1 Page 50
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 25 Mechanical play
HAM US/F-5 MeA 01.12.2007 04|Contr Cable Construct/B1 Page 51
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Control cable construction cont.

Now you can find out how cables and rods react to increases in force by moving the
weights to the weighing scales.You can see that the cable has stretched a little but
that the rod hasn’t changed.

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HAM US/F-5 MeA 01.12.2007 05|Contr Cable Construct/B1 Page 52
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 26 Reaction of Cables and Rods to Increasing Weigths
HAM US/F-5 MeA 01.12.2007 05|Contr Cable Construct/B1 Page 53
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Control cable construction cont.

Additional weight causes the cable to stretch further and some of the cable wires
break. The rod remains unchanged.

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HAM US/F-5 MeA 01.12.2007 06|Contr Cable Construct/B1 Page 54
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 27 Increasing weight on Cable / Rod 1
HAM US/F-5 MeA 01.12.2007 06|Contr Cable Construct/B1 Page 55
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Control cable construction cont.

The cable stretches even further and more cable wires break.
The rod breaks suddenly without any precaution.

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HAM US/F-5 MeA 01.12.2007 07|Contr Cable Constr/B1 Page 56
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 28 Increasing Weight on Cable / Rod 2
HAM US/F-5 MeA 01.12.2007 07|Contr Cable Constr/B1 Page 57
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Control cable construction cont.

Cables show warning signs before breaking, whereas rods break suddenly and
without precaution. It follows that if cables are inspected regularly, they provide
a safer and more reliable transmission than rods.

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HAM US/F-5 MeA 01.12.2007 08|Contr Cable Construct/B1 Page 58
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 29 Increasing Weigth on Cable / Rod 3
HAM US/F-5 MeA 01.12.2007 08|Contr Cable Construct/B1 Page 59
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

CABLE INSPECTION
Cables must be cleaned, inspected, and lubricated on a regular basis.
Lint free cloth can be used to remove old lubrication grease and all dirt from the
surface of the control cables.

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However solvents such as MEC and PER should not be used for cable
cleaning, because they remove grease from strands inside the cable.

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HAM US/F-5 MeA 01.12.2007 09|Cable Inspection/B1 Page 60
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 30 Cable Cleaning
HAM US/F-5 MeA 01.12.2007 09|Cable Inspection/B1 Page 61
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Cable inspection cont.

Cables must be inspected for broken wires, worn areas, and corrosion.
Broken wires on the surface of the cable can be detected by rubbing a cloth
back and forth along the cable.
Internal broken wires can be detected by bending the cable.

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Cable wear is identified by examining the outer wires of the strands for flat
spots, which are usually shiny or polished.
The worn areas on individual wires in a cable blend together if between 40 and
50 % wear has occurred.
The worn areas are individually distinguishable if less than 40% wear has
occurred and a gap appears between the worn areas if more than 50% wear
has occurred.

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HAM US/F-5 MeA 01.12.2007 10|Cable Inspection/B1 Page 62
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 31 Worn Areas
HAM US/F-5 MeA 01.12.2007 10|Cable Inspection/B1 Page 63
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Cable inspection cont.

Cables must also be inspected regularly for cable corrosion and any cables
affected with corrosion must be replaced.
Cables are lubricated with a thin layer of grease for the full length of travel to
protect against cable corrosion.

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HAM US/F-5 MeA 01.12.2007 11|Cable Inspection/B1 Page 64
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 32 Cable Corrosion
HAM US/F-5 MeA 01.12.2007 11|Cable Inspection/B1 Page 65
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

CABLE TRANSMISSIONS
A 1−cable transmission can only transmit pull forces and is used for simple
operations, such as valve closing or door lock release.
The single cable transmits the pull force from the lever to close the valve.

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However, the cable itself cannot transmit the lever movement to reset the valve
to open again.
In this example a return spring is used along with the cable to reset the valve to
open.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 12|Cable Transmissions/A/B1 Page 66
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 33 1−Cable Transmission
HAM US/F-5 MeA 01.12.2007 12|Cable Transmissions/A/B1 Page 67
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Cable transmissions cont.

Most cable transmission systems used on aircraft are 2−cable transmissions.
2−cable transmissions use quadrants to transmit push and pull rod movements
to the cables.
3 main types of quadrant are used:

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normal quadrants,
single quadrants, and
tension regulators.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 13|Cable Transmissions/A/B1 Page 68
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 34 Quadrants
HAM US/F-5 MeA 01.12.2007 13|Cable Transmissions/A/B1 Page 69
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Cable transmissions cont.

This normal quadrant receives push-pull inputs from a rod via a lever and
transmits them to the cables.
Quadrants consist of parts of a complete circle. The parts are enough to realize
the range of movement required for the transmission.

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FOR TRAINING PURPOSES ONLY!
HAM US/F-5 MeA 01.12.2007 14|Cable Transmission/A/B1 Page 70
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 35 Single Quadrant
HAM US/F-5 MeA 01.12.2007 14|Cable Transmission/A/B1 Page 71
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Cable transmissions cont.

Single quadrants are used to transmit movement from a cable line to several
outputs simultaneously.
To achieve this, each single quadrant on the cable line has 2 cables attached.
Single quadrants are used to transmit control inputs to the spoiler panels for

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example.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 15|Cable Transmissions/A/B1 Page 72
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 36 Quadrant Transmission
HAM US/F-5 MeA 01.12.2007 15|Cable Transmissions/A/B1 Page 73
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

CABLE TENSION REGULATOR

A cable tension regulator ensures that the tension in a cable system is kept
roughly constant at different temperatures.
A cable tension regulator consists of:

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2 quadrant halves mounted on a common axle,
a spring loaded cross head mounted on a guide, and
pull rods.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 16|Cable Tension Regulator/A/B1 Page 74
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 37 Cable Tension Regulator
HAM US/F-5 MeA 01.12.2007 16|Cable Tension Regulator/A/B1 Page 75
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Cable tension regulator cont.

On a warm aircraft the fuselage expands more than the cables, and the cable
tension regulator has to compensate for the increased cable tension.
The quadrant halves rotate the pull rods, move the cross head, and the springs
are compressed.

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FOR TRAINING PURPOSES ONLY!
HAM US/F-5 MeA 01.12.2007 17|Cable Tension Regulator/A/B1 Page 76
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 38 Cable Tension Regulator (Warm aircraft)
HAM US/F-5 MeA 01.12.2007 17|Cable Tension Regulator/A/B1 Page 77
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Cable tension regulator cont.

On a cold aircraft the cable tension regulator compensates for the reduced
cable tension.
The springs press against the cross head and this force is transferred via the
pull rods and the quadrant halves to the cables. The cable tension is restored

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to normal.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 18|Cable Tension Regulator/A/B1 Page 78
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 39 Cable Tension Regulator (Cold Aircraft)
HAM US/F-5 MeA 01.12.2007 18|Cable Tension Regulator/A/B1 Page 79
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Cable tension regulator cont.

The cable tension regulator can also facilitate control force transmission
without cable tension compensation. Here we have a control input to the cable
tension regulator via an input lever.
The input lever moves the guide rod, the guide rod moves the cross head, and

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the cross head moves the lower quadrant half via the pull rod.
The lower cable is pulled and the uneven cable loading tilts the cross head on
the guide rod and locks it.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 19|Cable Tension Regulator/A/B1 Page 80
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 40 Cable Tension Regulator (with Control Input)
HAM US/F-5 MeA 01.12.2007 19|Cable Tension Regulator/A/B1 Page 81
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

CABLE TRANSMISSION SUBCOMPONENTS

Cable pulleys are used to change the direction of the cable run.
The axle of a cable pulley is supported by the pulley bracket.
Safety pins are inserted in the pulley bracket to prevent the cable from jumping

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off.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 20|Cable Transm Subcomp/B1 Page 82
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 41 Cable Pulleys
HAM US/F-5 MeA 01.12.2007 20|Cable Transm Subcomp/B1 Page 83
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Cable transmission subcomponents cont.

Cable pulleys have 6 different wear patterns.

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FOR TRAINING PURPOSES ONLY!
HAM US/F-5 MeA 01.12.2007 21|Cable Transm Subcomp/B1 Page 84
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 42 Cable Pulley Wear Patterns
HAM US/F-5 MeA 01.12.2007 21|Cable Transm Subcomp/B1 Page 85
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Cable transmission subcomponents cont.

Pressure seals are used to maintain an air tight seal around a cable that
passes through a hole in a pressure bulkhead.
Fairleads are used to guide and support a cable along its routing.
Fairleads allow a maximum cable direction change of 3 .

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FOR TRAINING PURPOSES ONLY!
HAM US/F-5 MeA 01.12.2007 22|Cable Transm Subcomp/B1 Page 86
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 43 Pressure Seals & Fairleads
HAM US/F-5 MeA 01.12.2007 22|Cable Transm Subcomp/B1 Page 87
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Cable transmission subcomponents cont.

Each cable has an end fitting or terminal. This cable, for example, has an
externally threaded barrel end. Forces are transmitted to and from the cable via
the end fitting.
The end fittings are fastened to the cables using a swaging machine.

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Here you can see 5 other end fitting designs.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 23|Cable Transm Subcomp/B1 Page 88
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 44 Fitting Designs
HAM US/F-5 MeA 01.12.2007 23|Cable Transm Subcomp/B1 Page 89
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

Cable Transmission Subcomponents cont.

A turnbuckle is used to connect 2 externally threaded barrel ends.
Turnbuckles have a left handed thread in 1 end and a right handed thread in
the other end.
You can rotate the turnbuckles to adjust cable tension.

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The turnbuckles are locked in position by safety clips.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 24|Cable Transm Subcomp/B1 Page 90
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
CABLE TRANSMISSION
ATA 27.1

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Figure 45 Turnbuckles
HAM US/F-5 MeA 01.12.2007 24|Cable Transm Subcomp/B1 Page 91
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

MECHANICAL TRANSMISSION
CONNECTING TRANSMISSION
Most mechanical transmissions use a combination of rods and cable systems.
The rods are used to transmit forces to and from the cable system.

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Here you can see examples of the 2 types of rods, adjustable rods and
non-adjustable rods.
Both the adjustable rod and the non-adjustable rod have threaded end fittings.
Non-adjustable rods have a heat shrinkable sleeve, which prevents adjustment
of the end fitting.
Adjustable rods have
inner and outer lock washers,
a lock nut, and
an inspection hole to check for minimum screw penetration.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 01|Connecting Transm/A/B1 Page 92
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 46 Mechanical Transmission (Rods)
HAM US/F-5 MeA 01.12.2007 01|Connecting Transm/A/B1 Page 93
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

Connecting transmission cont.

Chains are also used to transmit forces to and from a cable system.
The main components of a chain installation are:
the chain,
the wheel, and

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the protection guards.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 02|Connecting Transm/A/B1 Page 94
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 47 Mechanical Transmission (Chain)
HAM US/F-5 MeA 01.12.2007 02|Connecting Transm/A/B1 Page 95
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

Connecting transmission cont.

Torque shafts are used to transmit torque for linear movements.
The torque shaft in this example receives an input from a rod and provides 2
outputs.

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FOR TRAINING PURPOSES ONLY!
HAM US/F-5 MeA 01.12.2007 03|Connecting Transm/A/B1 Page 96
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 48 Mechanical Transmission (Torque Shafts)
HAM US/F-5 MeA 01.12.2007 03|Connecting Transm/A/B1 Page 97
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

Connecting transmission cont.

Torque tubes are used to transmit torque for rotary movements.
A torque tube system consists of several torque tubes connected by couplings.
Torque tube couplings compensate for axial movement and change of
alignment. They allow a torque tube rotation during wing bending.

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One type of torque tube coupling, which you often can find on Airbus aircraft,
consists of a spline and a universal joint. Another type of torque tube coupling,
which is often used on Boeing aircraft, consists of splines and a steel coupling
sleeve with inner splines.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 04|Connecting Transm/A/B1 Page 98
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 49 Mechanical Transmission (Torque Tubes)
HAM US/F-5 MeA 01.12.2007 04|Connecting Transm/A/B1 Page 99
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

GEAR BOXES
A torque tube transmission also uses different types of gears. In this segment
you will learn about angle gearboxes, offset gearboxes, and rotary actuators.
You will also learn about another type of gear used on aircraft, the differential
gear.

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Angle gearboxes facilitate changes in direction when power is being
transmitted from 1 torque tube to another.
Angle gearboxes are also known as bevel gearboxes.
Offset gearboxes are used to move the drive path forward and back and are
sometimes called step back gearboxes or line gearboxes.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 05|Gearboxes/A/B1 Page 100
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 50 Mechanical Transmission (Gear Boxes)
HAM US/F-5 MeA 01.12.2007 05|Gearboxes/A/B1 Page 101
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

Gearboxes cont.
A rotary actuator is used to transmit torque tube rotation to an output lever.
The rotary actuator changes a low torque, high speed input into a high torque,
low speed output.

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FOR TRAINING PURPOSES ONLY!
HAM US/F-5 MeA 01.12.2007 06|Gearboxes/A/B1 Page 102
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 51 Mechanical Transmission (Rotary Actuator)
HAM US/F-5 MeA 01.12.2007 06|Gearboxes/A/B1 Page 103
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

Gearboxes cont.
A differential gear connects 1 output shaft with 2 independently operating
motors.
Each of the motor shafts is fitted with a bevel gear.
The motor bevel gears are connected to each other by connecting bevel gears.

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The connecting bevel gears are supported in a cage, which can rotate around
the motor shafts.
The cage is connected via a transmission gear to the output shaft.

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HAM US/F-5 MeA 01.12.2007 07|Gearboxes/A/B1 Page 104
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 52 Mechanical Transmission (Differential Gear)
HAM US/F-5 MeA 01.12.2007 07|Gearboxes/A/B1 Page 105
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

DIFFERENTIAL GE
Here you can see that both hydraulic motors are switched on and driving the
related motor bevel gears at the same speed and in the same direction.
As both motors are operating at the same speed and in the same direction, the
connecting bevels transmit the rotation of the motor bevel gears to the cage

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and the transmission gear transmits the rotation of the cage to the output shaft.
In this situation the connecting bevel gears cannot rotate around their own
axes.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 08|Differential Gear/B1 Page 106
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 53 Differential Gear (Both Motors Operating)
HAM US/F-5 MeA 01.12.2007 08|Differential Gear/B1 Page 107
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

Differential gear cont.

With only 1 motor operating, a pressure off brake is needed to stop the
opposite rotation of the inoperative motor, motor 1. This allows an output to be
provided to the output shaft.
The pressure off brake is a spring loaded disc brake, which needs hydraulic

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pressure for release.
A pressure off brake is installed on both motor shafts of all differential gears
used for flight control operation.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 09|Differential gear/B1 Page 108
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 54 Differential Gear (Pressure Off Brake)
HAM US/F-5 MeA 01.12.2007 09|Differential gear/B1 Page 109
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

Differential gear cont.

The input motion from the single operating motor is transferred to the
connecting bevel gears. The connecting bevel gears rotate as the bevel gear of
motor 1 is blocked.
The result is that, compared to 2 motor operation, the cage and the output

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shaft rotate at half the speed.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 10|Differential gear/B1 Page 110
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 55 Differential Gear (Pressure Off Brake) 2
HAM US/F-5 MeA 01.12.2007 10|Differential gear/B1 Page 111
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

SCREWJACK TRANSMISSION
Screwjack transmissions are used to convert rotary inputs to linear
movements.
The main components of a screwjack transmission are:

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the transmission gearbox,
the screwjack, and
the ball nut.
A ball screwjack is used to achieve high torque transmissions with less friction.
Flap or stabilizer operation, for example, require high torque transmissions.
In the ball screwjack, balls are inserted between the nut and the screwjack.
Ball tubes prevent the balls from falling out of the grooves and guide them back
again to the beginning of the closed circuit.
A ball screwjack transmission includes
stops to restrict the total ball screw travel, and
a safety rod to secure the transmission if the screwjack breaks.
One disadvantage of a screwjack transmission is that strong aerodynamic
loads can drive the screwjack backwards.
It is obviously essential to prevent airloads from, for example, retracting the
flaps after they have been extended, so a no-back brake is required.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 11|Screwjack Transmission/A/B1 Page 112
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 56 Screwjack Transmission
HAM US/F-5 MeA 01.12.2007 11|Screwjack Transmission/A/B1 Page 113
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

NO - BACK BRAKE
The no−back brake is incorporated in the gearbox and is used to hold the ball
screwjack in its last position.
The main components of a no-back brake are:

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a ratchet wheel,
pawl, and
a brake disc.
In this example the airload produces a counter clockwise rotation of the
screwjack, the brake disc transmits the axial load of the screwjack to the
ratchet wheel by friction, and the spring loaded pawl stops the rotation by
locking the ratchet wheel.
During retraction of the control surface the retraction power overcomes the
brake disc friction and allows an operation of the surface in the airload
direction.
During extension of the control surface the no-back brake is inoperative as the
ratchet wheel runs over the pawl.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 12|No−Back Brake/B1 Page 114
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 57 Mechanical Transmission (No-Back Brake)
HAM US/F-5 MeA 01.12.2007 12|No−Back Brake/B1 Page 115
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

TORQUE LIMITER
Excessive torque can damage the torque tube system and the aircraft
structure.
Excessive torque is prevented by a torque limiter.

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The main components of a torque limiter are:
a friction brake,
a ball ramp device with input and output members, and
springs which are preloaded to approx 120 % of maximum operating torque.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 13|Torque Limiter/B1 Page 116
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 58 Torque Limiter
HAM US/F-5 MeA 01.12.2007 13|Torque Limiter/B1 Page 117
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

Torque limiter cont.

The input shaft is connected to the output shaft by the spring loaded ramps
containing balls.
A high torque on the output shaft causes the balls to rise up in the ramps, the
springs compress, and the resulting axial displacement activates the friction

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brake and stops the rotation of the input shaft.
The torque limiter includes an overtorque indicator, which extends when an
overtorque occurs.
The torque limiter resets itself when the overtorque is corrected.
However, the overtorque indicator must be manually reset after an overtorque
occurs.
This ensures that an overtorque cannot pass unnoticed.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 14|Torque Limiter/B1 Page 118
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 59 Torque Limiter with Overtorque Indicator
HAM US/F-5 MeA 01.12.2007 14|Torque Limiter/B1 Page 119
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

OVERRIDE DEVICES
Override devices, sometimes known as load limiters, are used to prevent a
complete jamming in the flight control system when 1 component is jammed.
The main override devices are:

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force detents,
shear rivets, and
force limiting struts.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 15|Override Devices/B1 Page 120
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 60 Override Devices
HAM US/F-5 MeA 01.12.2007 15|Override Devices/B1 Page 121
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

Override devices cont.

Force detents are used to limit rotation forces.
The main components of a force detent are:
a cam,
a lever, and

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a springloaded roller.
In this example the left control wheel is jammed.
The right control wheel must be operated with a higher force to rotate the cam
against the spring loaded roller and allow operation of the right hand control
system.
When the force on the control wheel is released, the springloaded roller
centralizes the force detent again.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 16|Override Devices/B1 Page 122
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 61 Jammed Wheel
HAM US/F-5 MeA 01.12.2007 16|Override Devices/B1 Page 123
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

Override devices cont.

Shear rivets are the simplest type of load limiter. The shear rivet connects 2
parts of the transmission component, the inner rod and the outer rod.
The shear rivet breaks if an overload occurs. When the shear rivet breaks, the
2 parts of the transmission component are separated.

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If the spoiler is jammed and the pilot increases the force on the control wheel,
the shear rivet breaks and the jammed spoiler is disconnected.
An inspection hole is used to check the condition of the shear rivet, and a
placard located close to the shear rivet provides guidelines about rivet
replacement.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 17|Override Devices/B1 Page 124
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

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Figure 62 Shear Rivet Inspection
HAM US/F-5 MeA 01.12.2007 17|Override Devices/B1 Page 125
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
MECHANICAL TRANSMISSION
ATA 27.1

Override devices cont.

The force limiting strut, or spring strut, is also used to limit linear forces.
The force limiting strut has an internal preloaded spring, installed between 2
washers.
The washers are held in position by 4 stops on the inner rod and 4 stops on the

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outer rod.
The spring can be compressed by push and pull forces.

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Figure 63 Force Limiting Strut
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HYDRAULIC TRANSMISSION
INTRODUCTION
Ever increasing aircraft weights and higher cruise speeds made it necessary
for the flight control surfaces to become hydraulically operated.

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The pilot no longer operates the control surfaces directly but simply moves the
input to a servo control unit.
The servo control unit moves the surface in a direction and distance
proportional to the input signal.
In a hydraulic transmission the pilot cannot feel the effect of the airload directly.
Because of this a feel unit is installed to provide the pilot with an artificial feel of
the airload.
The feel unit simulates an airload which is smaller than the actual airload,
making it easier for the pilot to control the aircraft.
The feel unit is also used to center the deflected surface, that is to bring it back
to the neutral position.
Some servo control units have electrical inputs only, some have mechanical
inputs only, and some have both electrical and mechanical inputs.
The servo control unit is sometimes called a servo control actuator, or a power
unit, or a power control package.

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Figure 64 Flight Control Inputs
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SERVO CONTROL UNIT INSTALLATION

Here you can see a basic servo control unit installation. Usually 2 independent
servo control units power each individual flight control surface as you can see
on the photo.
The force of the airloads is transmitted to the rear spar and the control surface

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bearing.
To reduce the forces to the rear spar you can find a horizontal reaction link on
many aircraft types. It is installed between the servo control unit housing and
the control surface bearing. The force produced by the servo control unit
creates a reaction force. The horizontal reaction link guides this reaction force
back to the control surface.
The horizontal reaction link is supported by a vertical reaction link. This
construction prevents high load push−pull forces by the servo control unit on
the rear spar.

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Figure 65 Servo Control Unit Installation
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SERVO CONTROL UNIT

The servo control unit is divided into
a power section, and
a distribution section.

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The power section changes hydraulic pressure into mechanical force.
The main components of the power section are:
the cylinder,
the piston, and
the piston rod.
The main components of the distribution section of the servo control unit are
the control valve, and
the bypass valve.
The distribution control valve is connected to the valve input lever.
This valve is used to change the hydraulic flow to the cylinder to produce an
extend or a retract motion.
The distribution control valve is sometimes called a metering valve.
The bypass valve is a spring loaded, pressure operated valve.
In the spring loaded position, as shown here, the bypass valve connects the
left and right cylinder chambers and in the pressurized position it shuts the
bypass and connects the control valve to the cylinder.
The servo control unit has 2 main operating modes:
the damping mode, and
the control or active mode.
In the damping mode the servo control unit is depressurized, and the bypass
valve is spring loaded to the bypass position.
The damping mode is used as a gust damper for the flight control surfaces
when the aircraft is on ground. It is also used when 2 servo control units are
connected to the same flight control surface. In this installation usually 1 control
unit works in active mode and the other in damping mode.

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Bypass Valve

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Figure 66 Servo Control Unit
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Servo control unit cont.

If the piston is moved by external forces, for example gusts or the other power
control unit, the hydraulic fluid moves from one cylinder chamber to the other
via the bypass valve.
The servo control unit is in damping mode and external forces are applied to

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the piston.
The damping speed, that is the speed of piston movement, depends on the
flow rate between the cylinder chambers.
The damping speed must be low to prevent component damage, for example
due to gusts when the aircraft is on the ground.

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External Force Push External Force Pull

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Figure 67 External Forces on Servo Control Unit
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Servo control unit cont.

The damping orifice limits the flow rate between the cylinder chambers and
ensures a low damping speed.
The servo control unit has 2 operating modes, a damping mode and a control
mode.

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The servo control unit changes to the control mode of operation when the
hydraulic pressure supply is switched on.
Once the servo control unit is pressurized, the bypass valve automatically
moves to the left position against the spring.

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Damping Orifice

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Figure 68 Servo Control Unit Operation
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Servo control unit cont.

When the mechanical input lever is in the neutral position, no pressure is being
supplied to the cylinder chambers.
When the mechanical input lever is moved to the right, the control valve is
displaced to the left.

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The pressure line is connected to the right cylinder chamber and the return line
to the left cylinder chamber
The pressure difference provides the necessary force to move the piston.
An opposite reaction occurs when the input lever is moved to the left.
The piston rod moves fully to the right when the input lever is moved to the left,
and the piston rod moves fully to the left when the input lever is moved to the
right.
The only way to stop the piston rod in an intermediate position is to manually
reposition the input lever to neutral.

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Figure 69 Input Lever Reactions
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Servo control unit cont.

The servo control unit can also receive electrical input signals via a servo
valve.
The servo valve transfers an electrical control signal into a proportional
hydraulic signal, so that the flight controls can be moved by signals from a fly

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by wire system or an autopilot.

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Figure 70 Servo Valve
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Servo control unit cont.

A new type of servo control unit is used in the most modern Airbus aircraft
types, the electro hydraulic actuator (EHA).On this photo you can see an EHA
side by side to a conventional servo control unit. Both actuators are connected
to the same flight control surface.

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The EHA uses hydraulic power to move the surface, but the hydraulic power
does not come from an external system. It is generated inside the EHA by an
electro motor driven hydraulic pump.
This saves weight because the installation of external hydraulic components,
like pipes, is not required.

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Figure 71 Electro Hydraulic Actuator
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Servo control unit cont.

The EHA also has a main piston and a solenoid controlled bypass valve with
the same functions as explained earlier.When a surface deflection is required,
the electronic module sends a signal to the electro motor, which turns the
hydraulic pump.

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The generated pressure is transferred via the bypass valve to the main piston,
which starts moving. When the required surface position is reached, the pump
stops running, and the actuator stops. For opposite movement the pump
direction is inversed.

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Figure 72 Electro Hydraulic Actuator Operation
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ATA 27.1

MECHANICAL SERVO LOOPS

In this segment you will see 2 examples of how a mechanically controlled servo
control unit works in a servoloop. We use a simplified control unit without a
bypass valve.
An actual position signal is required if we want to stop the piston rod in a

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pre-selected intermediate position.
The actual position signal is used to cancel the piston movement once the
pre-selected position is reached.
Here the actual position signal is provided by a summing lever.
The summing lever is connected on 1 end to the control input rod, on the other
end to the piston rod and, in the middle, to the valve input lever via a
connecting rod.

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Figure 73 Servo Loop
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Mechanical Servo Loops cont.

When the control column is moved forward, the control input rod moves the
summing lever around the pivot point on the piston rod.
The connecting rod moves the valve input lever, the valve opens, and 1
cylinder chamber is pressurized. The other cylinder chamber is connected to

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the return line.
What happens next is known as the follow up.
The piston rod moves and operates the summing lever around the pivot point
on the control input rod.
The surface begins to deflect, and the valve input lever is moved towards the
neutral position.
This movement continues until the valve input lever reaches the neutral
position, and the amplified movement is proportional to the input movement of
the control column.

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Figure 74 Servo Control Unit Operation
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Mechanical Servo Loops cont.

The follow up movement is always proportional to the input movement. Small
inputs need small follow ups and large inputs need large follow ups to stop the
surface deflection.
To move this deflected surface back to its neutral position, the control column

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must be brought back to neutral.

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Figure 75 Servo Control Unit (Neutral Position)
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ATA 27.1

Mechanical Servo Loops cont.

In this simpler mechanical servo loop design the piston rod is attached to the
aircraft structure, and the servo control unit housing is attached to the control
surface.

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Figure 76 Simple Mechanical Servo Loop Design
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Mechanical Servo Loops cont.

When the control column is pushed forward, the movement is transmitted to
the valve input lever. The control valve directs hydraulic pressure to the left
side of the piston in the servo control unit.
The servo control unit housing is moved, and the control surface is deflected.

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Note, how the valve input lever moves back towards the neutral position.
The servo control unit housing continues to move to the right until the valve
input lever is back in the neutral position and the control valve blocks off the
hydraulic pressure supply.

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1 2

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Figure 77 Servo Loop Operation
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ATA 27.1

Mechanical Servo Loops cont.

The control column, control input lever, and control surface are all back in
neutral position again.

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Figure 78 Servo Control Unit (Neutral Position)
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ATA 27.1

FEEL UNIT AND TRIM UNIT

Hydraulic transmission needs a feel unit to provide the pilot with an artificial feel
of the airload and to bring a deflected surface back to its neutral position.
In this segment and the next we look at 2 different feel unit designs, a spring
design and a cam design. We also look at the role the feel unit plays in

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achieving surface trim.
Can you imagine what would happen if the pilot did not have an artificial feel of
the airload? He or she could achieve a maximum deflection of a control surface
without feeling any of the forces acting on the aircraft. This would result in
reduced passenger comfort and could easily lead to an overstress of the
aircraft structure.

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Figure 79 Artificial Feel and Centering
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Feel unit and trim unit cont.

Now let’s see how artificial feel and centering is achieved by a feel unit with a
spring design.
The feel unit consists of a double acting feel and centering spring. This type of
spring is similar to the 1 you have already seen in the force limiting strut shown

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in the lesson on mechanical transmissions.
One side of the feel unit is connected by a lever to the control input rod, and
the other side is connected by a screwjack to the aircraft structure.
When the control column is pushed forward, the pull force on the inner rod
compresses the feel and centering spring against the right hand stops on the
outer rod.
When the control column is pulled backwards, the push force on the inner rod
compresses the spring against the left hand stops on the outer rod.
The spring force provides the pilot with an artificial feel of the airload and
repositions the deflected control surface to its neutral position.
Sometimes it is necessary to hold the control column in a position such as this,
against the force of the spring, in order to compensate for a force imbalance
acting on the aircraft and keep the aircraft in level flight.

FOR TRAINING PURPOSES ONLY!

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Neutral

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Forward

Backward

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Figure 80 Artificial Feel and Centering
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Feel unit and trim unit cont.

Fortunately for the pilot the trim system can change the neutral position of the
control surface and hold the control column in this position without pilot input.
The trim unit consists of an electric motor operated screwjack.

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Figure 81 Trim Unit Components
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ATA 27.1

FEEL UNIT - CAM DESIGN

Some aircraft use a feel and trim mechanism with a cam design.
This design consists of:
a cam, which is mounted on the same shaft as the input quadrant,

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a cam follower, which includes a roller, and which has a pivot point on the
support assembly
and a feel and centering tension spring between the cam follower and the
mechanism support assembly.
The mechanism support assembly is held in position by the trim actuator.
A pushrod connected to the input quadrant provides the input to the servo
control unit.
When the control wheel is moved, the rotation is transmitted to the input
quadrant and to the cam.
The cam follower is forced out of the neutral detent position, and the feel and
centering spring extends to provide the force felt at the control wheels.
When the control wheels are released, the spring contracts and the cam
follower is allowed back to the neutral position. The system is centered again.

FOR TRAINING PURPOSES ONLY!

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Figure 82 Feel and Trim Mechanism
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ATA 27.1

Feel Unit - Cam Design

The trim input is provided by a trim actuator. The actuator uses an electric
motor and a screwjack to move an output shaft.
The output shaft is connected to the mechanism support assembly.
The trim actuator is controlled by the aileron trim switches in the cockpit.

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When the trim switches are operated, a signal is sent to the trim actuator.
The trim actuator repositions the entire trim and feel mechanism to establish a
new control system neutral position.
The rotation of the quadrant provides an input to the servo control unit which, in
turn, makes the desired trim correction at the control surface.
The rotation of the input quadrant also repositions the control wheels away
from the normal neutral position to a new neutral position.

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Figure 83 Trim Mechanism (electrical)
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SURFACES
ATA 27.1

SURFACES
SURFACE HINGES
Hinges connect the flight control surfaces to the adjacent structure.

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Each of the hinges has a hinge support on the adjacent structure. In this
example there are 5 hinge supports on the wing structure, each connected to
the aileron by a hinge.
1 of the hinges is a primary or master hinge, and the other 1 is a normal hinge.

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Figure 84 Control Surfaces (Hinges)
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ATA 27.1

Surface hinges cont.

The components of all surface hinges include:
the ball bearings, which compensate for misalignment,
a fail safe bolt consisting of an outer bolt and an inner bolt, each capable of
holding the full load of the surface if the other 1 is damaged or broken,

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and sleeves, which prevent an overstress of the left and right hinge forks if
the failsafe bolt is tightened.

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Figure 85 Components of Surface Hinges
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ATA 27.1

Surface hinges cont.

The primary hinge has a fixed position in relation to the right hinge fork.
Unlike the normal hinge, the primary hinge only has 1 sleeve. This sleeve
prevents the left hinge fork from overstress when the failsafe bolt is tightened.
A spacer is used to hold the right hinge fork, and therefore the control surface,

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in position.
The normal hinge has 2 sleeves. The sleeves prevent a fixed position in
relation to the hinge forks and allow the normal hinge to compensate for
surface expansion and contraction due to temperature changes.
Note, the sleeves are different and you must take care to install the correct
sleeve in the correct place.

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Figure 86 Position of Sleeves
HAM US/F-5 MeA 01.12.2007 03|Surface Hinges/B1 Page 173
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ATA 27.1

SURFACE FLUTTER
Control surfaces have a tendency to flutter during flight. Surface flutter results
from the competition between
the down−going tendency of a surface with a center of gravity such as this,
and

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the up−going effects of the airloads.
Surface flutter is prevented if the control surface is hydraulically powered or by
static balancing if the control surface is mechanically operated.
With static balancing, balance weights are fitted in front of the hinge line to
offset the mass of the surface behind the hinge line. The surface is balanced
when the center of gravity coincides with the hinge line.

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Figure 87 Surface Flutter
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ATA 27.1

STATIC BALANCING
Repairs to the flight control surface usually increase the weight behind the
hinge line and require the static balancing to be adjusted.
The surface is removed from the aircraft and set in a horizontal position.
It is supported on its bearings by a special frame and at the trailing edge by a

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weighing scale.
Adjustable balance weights are added to the surface until the scale reads zero.

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Surface Bearing
Surface Repair

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Figure 88 Static Balancing
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ATA 27.1

DEFLECTION ANGLES
In this part of the lesson you will learn how the deflection angles of a control
surface are measured.
The deflection angle of this aileron is

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the angle between the wing reference plane, or airfoil chord, and
the surface reference plane, or surface chord.
The deflection angle of all control surfaces is measured in relation to the zero
position. In the zero position the wing reference plane is aligned with the
surface reference plane.
Surfaces such as this aileron are in the zero position when the surface is flush
with the adjacent airfoil.

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Figure 89 Deflection Angle
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SURFACES
ATA 27.1

Deflection angles cont.

Other surfaces, such as the elevators and rudder, require an index plate to
establish the zero position.
The zero position for this elevator occurs when the trailing edge is aligned with
the zero mark on the index plate.

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Note, that before the elevator can be in the zero position the movable stabilizer
must also be in the zero position.
When the zero position is established, the deflection angle can be measured by
using an inclinometer, or by measuring the distance between the zero position
and the surface trailing edge with a linear rule.
When the deflection angles are measured, they can be checked against the
required surface deflection angles as stated in the aircraft maintenance
manual.

FOR TRAINING PURPOSES ONLY!

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 FLIGHT CONTROLS GENERAL FUNDAMENTALS
SURFACES
ATA 27.1

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FOR TRAINING PURPOSES ONLY!
Figure 90 Establishing Zero Position
HAM US/F-5 MeA 01.12.2007 07|Deflection Angles/A/B1 Page 181
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
SURFACES
ATA 27.1

SAFETY PRECAUTIONS
Safety precautions must be taken when working with flight control surfaces.
Surfaces move rapidly when they are actuated and this can be very dangerous.
It is important to ensure that the travel range of the surfaces being worked on

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is free of personnel and equipment. This reduces the risk of injury and also the
risk of damaging the surface.
Safety devices, such as this one on the spoiler actuator, should be installed to
prevent inadvertent retraction of an extended surface
Warning notices should be displayed on the cockpit controls when work is in
progress on the associated actuators or surfaces.
It is also important to ensure that adequate inter phone contact is maintained
between the personnel operating the controls in the cockpit and the personnel
working on the surfaces.

FOR TRAINING PURPOSES ONLY!

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 FLIGHT CONTROLS GENERAL FUNDAMENTALS
SURFACES
ATA 27.1

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FOR TRAINING PURPOSES ONLY!
Figure 91 Safety Precautions
HAM US/F-5 MeA 01.12.2007 08|Safety Precautions/A/B1 Page 183
 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

RIGGING
INTRODUCTION
This lesson describes how the components of a flight control transmission
system are checked and adjusted to ensure proper system operation.

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Flight control rigging involves first establishing the correct position of each of
the main components in the transmission system and then adjusting the linking
rods and cables accordingly.
The example of an elevator transmission system is used to describe the
adjustment of the control input, the rigging of the cable system, and finally the
rigging of the hydraulically operated control surface.

FOR TRAINING PURPOSES ONLY!

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 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

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Figure 92 Flight Control Rigging (Elevator)
HAM US/F-5 MeA 01.12.2007 01|Intro/B1 Page 185
 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

Introduction cont.
The control column is in the correct position if its rig pin hole is aligned with the
rig pin hole on the adjoining structure. This is checked by inserting a rig pin.
Rig pins are also used to establish the correct position for other components in
this transmission.

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When the correct positions for the control column and the cable tension
regulator have been established, the length of the connecting rod can be
adjusted accordingly.
You will have noticed that the rig pin has a caution flag attached. This is
necessary to minimize the danger of leaving the rig pin installed after rigging.
Operating the flight controls with some rig pins installed will damage the
transmission system components.
Detailed instructions for the rigging process are found in the aircraft
maintenance manual and should be followed closely.
The maintenance manual indicates whether the aircraft should be on jacks or
on wheels during system rigging.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 02|Intro/B1 Page 186
 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

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Figure 93 Rigging
HAM US/F-5 MeA 01.12.2007 02|Intro/B1 Page 187
 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

CABLE SYSTEM RIGGING

As cable tension varies with temperature changes, the aircraft temperature
must be stable for at least 1 hour before the cable system is checked.
For rigging purposes the cable system must be isolated from the rest of the
transmission system.

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Assume that the cables have been adjusted to the correct tension. In a
transmission such as this 1 the cable tension can be adjusted with
reference to a scale on the cable tension regulator.
The reading on this scale is compared to a chart to establish if the cable
tension is appropriate to the current ambient temperature.
The chart shows, for example, that at an ambient temperature of 70 F
(approx. 21 C) the reading on the scale should be between 8.5 and 9.
The cable tension is adjusted by the turnbuckles until the reading on the scale
falls within the tolerance band indicated on the chart.
When the correct tension is established the position of the quadrants, including
the cable tension regulator, is adjusted accordingly.

FOR TRAINING PURPOSES ONLY!

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 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

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Figure 94 Control Cable Tension (regulator installed)
HAM US/F-5 MeA 01.12.2007 03|Cable System Rigging/B1 Page 189
 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

Cable system rigging cont.

In transmission systems without a cable tension regulator the cable tension
must be measured by a tensiometer.
The tensiometer measurement is checked against a table to establish if the
cable tension is appropriate to the current ambient temperature.

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After the cables are adjusted to the correct tension by the turnbuckles, the next
step is to check that the quadrants are in the right position.
The correct position is established when the rig pin holes align and a rig pin can
be inserted easily.

FOR TRAINING PURPOSES ONLY!

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 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

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Figure 95 Control Cable Tension
HAM US/F-5 MeA 01.12.2007 04|Cable System Rigging/B1 Page 191
 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

HYDRAULIC OPERATING SURFACES

The rig pin on the lower quadrant fits easily. But what if it’s not possible to
insert the rig pin on the other quadrant?
It is necessary to adjust the turnbuckles to change the position of the quadrant
halves without changing the cable tension.

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If one turnbuckle is turned clockwise, the other must be turned the same
number of revolutions in an anti-clockwise direction.
The turnbuckles should be adjusted in this way until the rig pin fits smoothly
and the quadrant is in the correct position.
Note, that no more than 3 threads of any terminal should be exposed outside
the barrel.
When the correct cable tension and quadrant positions have been established,
the rig pins should be removed and the transmission system should be
operated several times.
The cable tension and quadrant positions should then be checked again and
adjusted if necessary.

FOR TRAINING PURPOSES ONLY!

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 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

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Figure 96 Adjustment of Turnbuckles
HAM US/F-5 MeA 01.12.2007 05|Hydraulic Operating Surfaces/B1 Page 193
 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

Hydraulic operating surfaces cont.

In this part of the lesson we describe the rigging of hydraulically operated
control surfaces with mechanical inputs and with electrical inputs.
The position of the control surface is checked and, if necessary, adjusted to the
zero position.

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The zero position is established when the trailing edge of the control surface is
aligned with the zero mark on the index plate.
Here you can see a hydraulically operated surface which has a mechanical
input.
Without hydraulic pressure the surface hangs in the down position.
The hydraulic system must be pressurized before control surface rigging.
Switching the hydraulic power on moves the control surface to the neutral
position.
A rig pin fits easily in the quadrant, which provides the mechanical input
indicating that the quadrant is in the correct position.
However, the trailing edge of the control surface is not aligned with the zero
mark on the index plate.
The control surface needs to be adjusted.

FOR TRAINING PURPOSES ONLY!

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 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

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Figure 97 Rigging of Hydraulically Operated Systems
HAM US/F-5 MeA 01.12.2007 06|Hydraulic Operating Surfaces/B1 Page 195
 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

Hydraulic operating surfaces cont.

In this example the surface is adjusted to the zero position by extending the
adjustable input rod.
When the rod is extended, the summing lever deflects the valve input lever to
the right and the follow up motion of the piston rod lifts the trailing edge to the

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zero position. The valve input lever is returned to neutral.

FOR TRAINING PURPOSES ONLY!

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 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

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Figure 98 Adjusting to Zero Position
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 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

Hydraulic operating surfaces cont.

To adjust a hydraulically operated control surface with an electrical input
the hydraulic system must be pressurized,
the electric flight control computer must be switched on, and
the control input signal must be zero.

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The length of the piston rod is then adjusted until the trailing edge of the
surface aligns with the zero mark on the index plate. In this case, shortening
the piston rod restores the control surface to the zero position.

FOR TRAINING PURPOSES ONLY!

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 FLIGHT CONTROL GENERAL FUNDAMENTALS
RIGGING
ATA 27.1

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Figure 99 Adjusting by Electrical Input
HAM US/F-5 MeA 01.12.2007 08|Hydraulic Operating Surfaces/B1 Page 199
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
HYDRAULIC SUPPLY
ATA 27.1

HYDRAULIC SUPPLY
INTRODUCTION
A minimum of 2 independent hydraulic systems is required to ensure that
aircraft with hydraulically powered surfaces are controllable around all 3 axes.

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In the very unlikely event that these 2 hydraulic systems fail, a third system is
required to control the flight control surfaces.
This is either a mechanical system which uses control tabs at the surfaces, like
in the Boeing 737, or an electrohydraulic system, like in the Airbus A 380 or a
third independent hydraulic system, like in most of todays commercial aircraft
types.
The function of control tabs is explained in M11.1.1.
The electrohydraulic system uses electro hydraulic actuators, which have an
electric power input but move the surface hydraulically.

FOR TRAINING PURPOSES ONLY!

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 FLIGHT CONTROLS GENERAL FUNDAMENTALS
HYDRAULIC SUPPLY
ATA 27.1

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Figure 100 Hydraulic Supply for Flight Control Surfaces
HAM US/F-5 MeA 01.12.2007 01|Intro/A/B1 Page 201
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
HYDRAULIC SUPPLY
ATA 27.1

Introduction cont.
The Boeing 747 has 4 hydraulic systems. The systems are primarily identified
by number.
System 1 is also identified as the red system,
system 2 as the blue system,

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system 3 as the orange system, and
system 4 as the green system.

FOR TRAINING PURPOSES ONLY!

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 FLIGHT CONTROLS GENERAL FUNDAMENTALS
HYDRAULIC SUPPLY
ATA 27.1

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Figure 101 Hydraulic System of the Boeing 747
HAM US/F-5 MeA 01.12.2007 02|Intro/A/B1 Page 203
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
HYDRAULIC SUPPLY
ATA 27.1

DISTRIBUTION VIA SHUT-OFF VALVES

Hydraulic power is distributed to the flight controls via shut-off valves on most
Boeing aircraft.
Each individual flight control surface is supplied by 2 hydraulic systems and the
aircraft is controllable in each of the 3 axes by any of the 4 hydraulic systems.

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The flight control hydraulic distribution is divided into:
the tail supply,
the wing supply,
the flap supply,
the stabilizer supply, and
the elevator feel supply.

FOR TRAINING PURPOSES ONLY!

HAM US/F-5 MeA 01.12.2007 03|Distribution via Shut−Off Page 204
Valves/B1
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
HYDRAULIC SUPPLY
ATA 27.1

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Figure 102 Flight Control Hydraulic Distribution
HAM US/F-5 MeA 01.12.2007 03|Distribution via Shut−Off Page 205
Valves/B1
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
HYDRAULIC SUPPLY
ATA 27.1

Distribution via shut-off valves cont.

Hydraulic power is supplied via shut-off valves to the surfaces. The control
surfaces at the tail are supplied via the tail shut-off valves, and the control
surfaces on the wing are supplied via the wing shut-off valves.
The valves are electro motor operated.

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The tail shut-off valves and the wing shut-off valves are operated from the flight
control hydraulic power panel in the cockpit.
The flight control shut-off switches are guarded toggle switches.
They are used mainly for maintenance purposes and for trouble shooting.
Here you can see that the wing shut-off valve for system 4 and the tail shut-off
valve for system 1 are closed.
A VALVE CLOSED light illuminates on the flight control hydraulic power panel if
the associated valve is not fully open.
When the switches are returned to the NORM position a signal is sent to the
motor operated shut−off valve, the valve opens, the supply is restored and the
VALVE CLOSED light is extinguished.
The stabilizer is supplied via the electro motor operated stabilizer shut-off
valves.
The stabilizer shut-off valves are operated by the stabilizer cut-out switches on
the pedestal.
The flaps and the elevator feel system are directly connected to the hydraulic
supply.

FOR TRAINING PURPOSES ONLY!

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Valves/B1
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
HYDRAULIC SUPPLY
ATA 27.1

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Figure 103 Wing Shut-Off Valve & Tail Shut-Off Valve
HAM US/F-5 MeA 01.12.2007 04|Distribution via Shut−Off Page 207
Valves/B1
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
HYDRAULIC SUPPLY
ATA 27.1

DISTRIBUTION VIA LEAK MEASUREMENT

The 3 independent hydraulic systems of Airbus aircraft are color coded. The
green system, also identified as system 1, the blue system as system 2, and
the yellow system as system 3.
Here you can see how hydraulic power from each of the 3 systems is

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distributed to the flight control consumers on the Airbus 320.
Both elevators and both ailerons are controlled by 2 independent hydraulic
power supplies, and the single rudder is controlled by all 3 hydraulic systems
so that even with only 1 hydraulic system the aircraft is controllable around all 3
axes.
Hydraulic power is supplied via leak measurement valves to the surfaces which
control the movement of the aircraft around the 3 axes and via priority valves to
the flaps and the leading edge devices.

FOR TRAINING PURPOSES ONLY!

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Measurement/B1
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
HYDRAULIC SUPPLY
ATA 27.1

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Figure 104 Flight Control Hydraulic System (AIRBUS)
HAM US/F-5 MeA 01.12.2007 05|Distribution via Leak Page 209
Measurement/B1
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
HYDRAULIC SUPPLY
ATA 27.1

Distribution via leak measurement cont.

The priority valves are pressure operated and give priority to the primary flight
controls.
For example when hydraulic pressure in the green system decreases, the
priority valve automatically closes and cuts off supply to the flaps and the

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leading edge devices.
Cutting of these large consumers allows pressure in the system to build up
again and provide adequate supply to the primary flight controls.
When the pressure is restored, the priority valve automatically opens to supply
the flaps and the leading edge devices again.
The leak measurement valves are used to perform the leak measurement
check when the aircraft is on the ground. You can learn more about this task in
the hydraulic power module M11.11.
These valves are always open during flight, like the valves in the Boeing
system.
The leak measurement valves are controlled by push button switches on the
maintenance panel on the overhead panel.
An OFF light illuminates in the push button switch when the valve is closed.

FOR TRAINING PURPOSES ONLY!

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Measurement/B1
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
HYDRAULIC SUPPLY
ATA 27.1

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Priority valve Priority valve Priority valve

FOR TRAINING PURPOSES ONLY!

Figure 105 Priority Valves
HAM US/F-5 MeA 01.12.2007 06|Distribution via Leak Page 211
Measurement/B1
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
TAKE-OFF WARNING
ATA 27.1

TAKE-OFF WARNING
INTRODUCTION
Take−off warnings are provided to warn the pilot that the aircraft is in an unsafe
configuration for take-off. They are sometimes referred to as configuration

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warnings. Here we concentrate on the take-off warnings that are activated
when the flight controls are not in the correct configuration. The other main
take-off warnings are provided when the aircraft is ready for take-off with hot
brakes, parking brake on, or doors not closed.

FOR TRAINING PURPOSES ONLY!

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 FLIGHT CONTROLS GENERAL FUNDAMENTALS
TAKE-OFF WARNING
ATA 27.1

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Figure 106 Flap Warning
HAM US/F-5 MeA 01.12.2007 01|Intro & Operation/B1/B2 Page 213
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
TAKE-OFF WARNING
ATA 27.1

OPERATION
A flight control take-off warning is activated if the aircraft is on the ground, the
engines are at take-off power, and any one of the flaps, the stabilizer trim, or
the speed brakes are outside the take−off range.
If we assume that the aircraft is on the ground and the engines are at take-off

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power, we can simulate each of the flight control take-off warnings.
On the Boeing 747 the take-off range for the flaps is between 10 and 20 .
When the flaps are moved out of this range, the master warning lights flash, an
intermittent siren sounds and a CONFIG FLAPS warning message appears on
the primary EICAS display. The flaps must be within the take-off range to
provide the necessary lift for take-off.

FOR TRAINING PURPOSES ONLY!

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 FLIGHT CONTROLS GENERAL FUNDAMENTALS
TAKE-OFF WARNING
ATA 27.1

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Figure 107 Flap Warning
HAM US/F-5 MeA 01.12.2007 01a|Intro & Operation/B1/B2 Page 215
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
TAKE-OFF WARNING
ATA 27.1

Operation cont.
A stabilizer configuration or take-off warning is provided when the stabilizer is
outside the take-off range indicated by the green band on the stabilizer
indicator on the pedestal.
The stabilizer position is represented by the white band.

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FOR TRAINING PURPOSES ONLY!
HAM US/F-5 MeA 01.12.2007 02|Operation/B1/B2 Page 216
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
TAKE-OFF WARNING
ATA 27.1

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Figure 108 Stabilizer Warning
HAM US/F-5 MeA 01.12.2007 02|Operation/B1/B2 Page 217
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
TAKE-OFF WARNING
ATA 27.1

Operation cont.
The final flight control take-off warning relates to the position of the speed
brakes. Here the speed brake lever is in the down position. When it is moved to
the up position a warning is provided because the speed brakes should be in
the down position for take-off in order to minimize drag.

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FOR TRAINING PURPOSES ONLY!
HAM US/F-5 MeA 01.12.2007 03|Operation/B1/B2 Page 218
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
TAKE-OFF WARNING
ATA 27.1

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Figure 109 Speed Brakes
HAM US/F-5 MeA 01.12.2007 03|Operation/B1/B2 Page 219
 FLIGHT CONTROLS GENERAL FUNDAMENTALS
TAKE-OFF WARNING
ATA 27.1

TAKE-OFF WARNING TEST

A take−off warning test can be performed with the aircraft on the ground but
without the engines running. The test simulates engines at take-off power and
is controlled by the take-off warning test switch. On the Boeing 747 this switch
is located on the MCDU.

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When the take−off warning switch has been pressed, the flight control take-off
warnings can be tested by moving the flaps out of the take-off range, by
moving the stabilizer trim outside the green band on the stabilizer trim indicator
or by extending the speed brakes.

FOR TRAINING PURPOSES ONLY!

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 FLIGHT CONTROLS GENERAL FUNDAMENTALS
TAKE-OFF WARNING
ATA 27.1

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Figure 110 Take-Off Warning Test
HAM US/F-5 MeA 01.12.2007 04|Take−Off Warning Test/B1/B2 Page 221
 PRIMARY FLIGHT CONTROLS FUNDAMENTALS
AILERONS
ATA 27.2

AILERONS
CONTROLS AND INDICATON
1 or 2 ailerons on each wing operate with the roll spoilers to provide roll or
lateral control of the aircraft.

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They are controlled from the cockpit by the control wheels and by the aileron
trim switches. If the aircraft has electric flight control systems the ailerons are
controlled by the sidestick.
In this lesson we will concentrate on the control wheels and the aileron trim
switches. We use the example of the Boeing 747. Sidestick operation will be
covered in the lessons on fly by wire systems.

FOR TRAINING PURPOSES ONLY!

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 PRIMARY FLIGHT CONTROLS FUNDAMENTALS
AILERONS
ATA 27.2

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Figure 111 Controls
HAM US/F-5 MeA 01.12.2007 01|Controls and Indication/A/B1 Page 223
 PRIMARY FLIGHT CONTROLS FUNDAMENTALS
AILERONS
ATA 27.2

Controls and indication cont.

There are 2 control wheels mounted on the control columns, 1 for the captain
and 1 for the first officer.
The control wheels are connected to each other under the cockpit floor by bus
cables and a load limiter.

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FOR TRAINING PURPOSES ONLY!
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 PRIMARY FLIGHT CONTROLS FUNDAMENTALS
AILERONS
ATA 27.2

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Figure 112 Control Wheel
HAM US/F-5 MeA 01.12.2007 02|Controls and Indication/A/B1 Page 225
 PRIMARY FLIGHT CONTROLS FUNDAMENTALS
AILERONS
ATA 27.2

Controls and indication cont.

The ailerons can also be operated by the aileron trim switches on the pedestal.
There are 2 aileron trim switches, an arming switch and a control switch.
When the aileron trim arming switch is operated on its own, electrical power is
made available to the control switch.

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However, there is no input to the trim actuator and therefore no movement of
the ailerons unless the control switch is also operated.
Both aileron trim switches must be operated together to trim the ailerons; the
arming switch to supply the electrical power to the control switch, and the
control switch to trim the aircraft in the desired direction.
Releasing 1 of the switches stops the trim function.

FOR TRAINING PURPOSES ONLY!

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 PRIMARY FLIGHT CONTROLS FUNDAMENTALS
AILERONS
ATA 27.2

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Figure 113 Trim Switches
HAM US/F-5 MeA 01.12.2007 03|Controls and Indication/A/B1 Page 227
 PRIMARY FLIGHT CONTROLS FUNDAMENTALS
AILERONS
ATA 27.2

Controls and indication cont.

Aileron position is indicated on the EICAS display.
When the control wheel is moved to the left, the indications show that the left
ailerons are deflected upward and the right ailerons are deflected downward.
This produces a left wing down motion.

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The aileron trimmed or neutral position is indicated on a scale at the top of the
control wheel.
The neutral position varies according to the imbalance of the aircraft but must
be within the trim range indicated on the scale.

FOR TRAINING PURPOSES ONLY!

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 PRIMARY FLIGHT CONTROLS FUNDAMENTALS
AILERONS
ATA 27.2

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Figure 114 Control Wheel Indications
HAM US/F-5 MeA 01.12.2007 04|Controls and indication/A/B1 Page 229
 PRIMARY FLIGHT CONTROLS FUNDAMENTALS
AILERONS
ATA 27.2

CONTROL WHEEL AND BODY CABLES

Torque shafts inside the control columns connect the control wheels to the rest
of the aileron control system.
The fittings at the bottom of the torque shaft are designed so that fore and aft
movements of the control columns have no effect on the control wheel

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transmission.
The torque shafts transmit the control wheel movement to cable drums below
the cockpit floor.
The 2 control wheels are bussed together by the cable drums and cables below
the cockpit floor.
One of the cable drums, in this example the lower right cable drum, includes a
load limiter. The load limiter allows the control wheels to be disconnected if one
of them gets jammed.

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Figure 115 Cable Drums and Load Limiter
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Control wheel and body cables cont.

On the Boeing 747 the upper cable drum under the left control column is
connected to the left body cable and the upper cable drum under the right
control column is connected to the right body cable and incorporates a lost
motion device.

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HAM US/F-5 MeA 01.12.2007 06|Control Wheel and Body Page 232
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Figure 116 Aileron Control System
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Cables/B1
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ATA 27.2

Control wheel and body cables cont.

Aileron control systems have a dual control path, which means they have
independent left body cables and right body cables. In this example the left
body cables are used to transmit all control wheel inputs, and the right body
cables are used as a standby system. The standby system has no use during

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normal operation.
On other aircraft the left body cables are used to transmit the control motion for
the left wing, and the right body cables are used to transmit the control motion
for the right wing.
An input from either of the control wheels is transmitted from the upper cable
drum under the captains control column via the left body cables to the aileron
input quadrant in the wheel well.

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Figure 117 Body Cables
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Cables/B1
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ATA 27.2

WHEEL WELL COMPONENTS

The aileron trim, feel, and centering mechanism is part of the aileron input
quadrant, which is connected by a control rod to the input lever of the left
hydraulic actuator, called central lateral control package, or CLCP, and a load
limiting strut to the right CLCP.

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The 2 CLCPs convert inputs from the aileron input quadrant, or electrical inputs
from the autopilot, into hydraulically powered outputs to the aileron
programmers and the spoiler differential mechanisms.
The 2 aileron programmers are also connected by a load limiting bus rod.

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Load Limiting
Strut

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Figure 118 Wheel Well Component
HAM US/F-5 MeA 01.12.2007 08|Wheel Well Components/B1 Page 237
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Wheel wheel components cont.

A backdrive rod connects the right aileron programmer to the right body
cable allowing the possibility of feedback via the right body cables to the control
wheels.
A lost motion device is used to prevent undesired feedback from the right body

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cable to the control wheels.
Up to 6 movement either way is permitted without causing any input to the
control wheels.
With the left system jammed, the first officers control wheel must be operated
more than 6 either way to achieve transmission via the right body cables to
the right CLCP. Note, that the load limiting struts connecting the 2 CLCPs and
the 2 aileron programmers act as override devices, which disconnect the left
control system from the right control system if 1 becomes jammed.

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Figure 119 Lost Motion Device
HAM US/F-5 MeA 01.12.2007 09|Wheel Well Components/B1 Page 239
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ATA 27.2

Wheel well components cont.

The aileron programmers control the relationship between the movement of the
control wheels and the deflection of the ailerons. This relationship is
represented on the graph.
On aircraft without an aileron programmer there is a direct relationship between

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control wheel position and aileron position. 50% control wheel rotation
produces 50% deflection and a full 9= rotation gives maximum deflection.
On aircraft with an aileron programmer or a similar device this direct
relationship does not exist. In this example of the Boeing 747 you can see that
50% control wheel rotation gives maximum deflection. Moving the control
wheel beyond this point has no effect on the ailerons but has an effect on the
roll spoilers.

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Figure 120 Aileron Programmers
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ATA 27.2

WING CABLE TRANSMISSION

The wing cables and transmission components are the same on both wings.
Here we look only at the right wing.
The output of the aileron programmer is transmitted via wing cables to the
inboard aileron quadrant and the outboard aileron quadrant.

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The cable to the inboard quadrant and the cable to the outboard quadrant are
connected to the right aileron cable drum.
The cable drum is a safety device, which ensures that inputs to the inboard
aileron are maintained if the cable to the outboard aileron breaks.
The aileron control input is transmitted from the inboard aileron quadrant via a
control rod to the servo control unit, which moves the inboard aileron and from
the outboard aileron quadrant via a lockout mechanism to the servo control
unit, which moves the outboard aileron.

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Figure 121 Wing Cable Transmission System
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Wing cable transmission cont.

Some aircraft, such as the Airbus 320, have only 1 aileron on each wing and
other aircraft, such as the Boeing 747, have inboard and outboard ailerons on
each wing.
The inboard ailerons are also called all speed ailerons, indicating that they are

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used for lateral control of the aircraft at all speeds, and the outboard ailerons
are also called low speed ailerons because they are used to assist the inboard
ailerons during low speed flight with the flaps extended.

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Figure 122 Inboard and Outboard Ailerons
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ATA 27.2

AILERON LOCKOUT MECHANISM

The aileron lockout mechanism locks the outboard aileron in neutral at high
aircraft speeds and connects the outboard aileron to the aileron control system
during low speed flight.
The lockout mechanism has basically the same construction on most aircraft

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which have outboard ailerons.
On this simplified graphic the inboard aileron is directly connected to the
inboard aileron quadrant by a control rod.
The outboard aileron is connected to the associated quadrant by a rear rod and
a forward rod. These 2 rods are connected by a hinge to the actuator rod of the
lockout actuator.
The lockout actuator is an electrical screwjack actuator, which receives signals
from a high speed circuit or a low speed circuit.

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Figure 123 Aileron Lockout Mechanism
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Lockout mechanism cont.

When the lockout actuator receives a high speed signal, the actuator rod aligns
the hinge, connecting the rods with the bearing of the outboard aileron
quadrant.
In this high speed position an aileron control input has no effect on the

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outboard aileron.

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Figure 124 High Speed Signal and Low Speed Signal
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DIFFERENTIAL AILERON
To see why some aircraft have differential ailerons let’s first look at an aircraft
with symmetrical aileron deflections. You can see here that the upward
deflection of the left, or down-going wing, is the same as the downward
deflection of the right, or up-going wing.

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Because of the profile of the wings a symmetrical deflection of the ailerons
creates more drag on the up-going wing than on the down-going wing. In other
words the wing on the outside of the turn has a higher resistance than the wing
on the inside of the turn.
The greater drag on the up-going wing causes a negative turning movement,
which means that the nose of the aircraft tries to yaw out of the turn.
A rudder input is needed to cancel this negative turning movement.
Differential aileron deflection avoids the problem of the negative turning
movement.
It uses greater aileron deflection on the down-going wing, that is the wing on
the inside of the turn, which increases the drag on this wing and moves the
nose of the aircraft into the desired turn, called a positive turning movement.

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Figure 125 Differential Aileron
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Differential aileron cont.

A common control wheel input is transmitted to the ailerons via differential
discs and levers.
The same angular input movement is transmitted to the left and right
differential discs.

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However, because of the position of the levers on the discs this angular
movement is translated into different linear outputs.
The different linear outputs ensure that the upward aileron deflection on the
down-going wing is greater than the downward aileron deflection on the
up-going wing.
A positive turning movement can also be created by extending the flight
spoilers on the down-going wing only.

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HAM US/F-5 MeA 01.12.2007 16|Differential Aileron/B1 Page 252