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Flight Controls
RH
LH
ELEVATOR
RUDDER
AILERON
NU
TRIM
AIL
RUD
E
L
E
V
ND
ROLL
ROLL
GND
GND
FLAPS
12
12
20
10
32
FLIGHT HYDR
CONTROL
SYSTEM 1 / 3
ENGINE FUEL
NEXT
RNG
Flight Controls
Table of Contents:
Infowerk
Page 2
Flight Controls
LIFT
DRAG
THRUST
WEIGHT
Lift depends on the wing area and the forward speed.
The higher the speed the greater the lift will be. Drag depends on the area
expose to the airflow. It also increases with speed. Thrust depends on the engine
power available and the weight of the aircraft. In flight in other words with the
same power setting thrust increases as weight decreases.
At the same time the amount of lift required decreases as the weight decreases
to keep the aircraft in level flight.
T
H
R
U
S
T
W
E
I
G
H
T
L
I
F
T
TIME
Infowerk
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Flight Controls
An aircraft has three axis of control: the longitudinal axis, the lateral axis, and the
vertical axis.
The longitudinal axis runs along the center of the fuselage from the nose to the
tale. Movement about this axis is called rolling. The aircraft is set to roll.
The lateral axis run spanwise from wing tip to wing tip. Movement about this axis
is called pitching. The aircraft is set to pitch.
The vertical axis passes vertically through the center of the aircraft. Movement
about this axis is called yawing. The aircraft is set to yaw.
Infowerk
Page 4
Flight Controls
Infowerk
Page 5
Flight Controls
Page 6
Flight Controls
Lateral control is exercised by means of ailerons which are hinge mounted to the
trailing edge of the wing.
In the control wheels neutral position the ailerons are also at neutral.
The aircraft maintains a steady lateral attitude wings level condition because
there is no difference between the lift of the left and that of the right wing section.
If the control wheel is moved to the right, the right aileron is displaced upwards
and at the same time the left aileron is displaced downwards.
The upgoing aileron reduces the lift at the right wing causing the wing to slightly
descent. The downgoing aileron increases the lift at the left wing which results in
an upgoing of the wing.
This causes a rolling moment to the right and the aircraft assumes a banking
attitude to the right.
The opposite effect is obtained if the control wheel is moved towards the left.
Infowerk
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Flight Controls
ROLLING MOMENT
Infowerk
Page 8
Flight Controls
RUDDER
Infowerk
Page 9
Flight Controls
The primary flight control systems of the Fairchild Dornier 328 Jet.
The aircraft primary flight control system consist of conventional ailerons,
elevators and rudder.
The primary control surfaces are moved manually by linkage systems consisting
of cables, pulleys, levers and rods.
The secondary flight controls consist of the aileron trim, the elevator trim and the
rudder trim systems and trailing edge flaps.
Infowerk
Page 10
Flight Controls
Dual controls in the cockpit are installed for the three primary flight controls.
In addition the elevator and aileron control runs are each equipped with a
disconnect unit which allows the captain's and first officer's controls to be
disconnected from each other should one control run become jammed.
FLIGHT CONTROL SYSTEMS
Elevators
Dornier
328
Pilot
Co pilot
Yokes
Disconnect unit
Disconnect unit
Conventional ailerons
The rudder pedals drive a Flettner-type spring tab on the trailing edge of the
rudder.
At airspeeds up to 160 knots the rudder is
deflected by aerodynamic servo reaction from
the tab.
The rudder itself is not connected to the rudder
pedals directly except at airspeeds above 160
knots.
This arrangement limits the rudder deflection at
higher airspeeds
Infowerk
Page 11
Flight Controls
The linkage from the control wheels to the ailerons is an system of pulleys,
cables, quadrants, push-pull rods, levers and bellcranks.
pulleys, cables
Infowerk
Quadrants
Page 12
Flight Controls
push-pull rods
levers
Bellcranks
The captain's and first officer's aileron control runs are joined by a disconnect
unit.
This unit allows the two control runs to be separated by the application of higher
than normal input forces, should one control run become jammed.
The aileron linkage in the LH and RH wings is also mechanically connected to the
LH and RH roll spoiler actuators.
The maximum Aileron movement is 30 up and 25 down.
Infowerk
Page 13
Flight Controls
RH
LH
ELEVATOR
RUDDER
AILERON
NU
TRIM
AIL
RUD
E
L
E
V
ND
ROLL
ROLL
GND
GND
FLAPS
12
12
20
10
32
FLIGHT HYDR
CONTROL
Infowerk
SYSTEM 1 / 3
ENGINE FUEL
NEXT
RNG
Page 14
Flight Controls
Infowerk
Page 15
Flight Controls
Each system consists of the control column, the output-quadrant, and a the cable
circuit. Routed in the under floor compartment, to the tail cone up in the vertical
stabilizer, to the terminal quadrant.
Please mark: the elevator, the push rod, the input lever and the torsion spring
The quadrant is connected to the elevator via a push rod, the input lever, and the
torsion spring. Via a torque tube, and a push rod, the elevator spring tab is
connected to the quadrant. A trim system is provided for each elevator.
C
O
N
T.
L
O
C
K
OFF
E
L
E
V
A
T
O
R
T
R
I
M
E
M
E
R
G
N U
T
O
FLT
IDLE
PARK
DISC
N D
TRIM LT.
Infowerk
ON
B
R
A
K
E
P
O
W
E
R
MAX
REV
MAX
P
R
O
P
5
MIN
U
N
F
E
A
T
H
E
R
F
L
A
P
S
10
START&
FEATHER
15
FUEL
OFF
35
Page 16
Flight Controls
A spring tab is hinged to the inboard trailing edge of each elevator. The spring tab
provides aerodynamic assistance to the elevator movement.
With the aircraft on ground and the absence of air load the input movement from
the column, is transmitted directly to the elevator, via the torque shaft.
The elevator makes the full movement, and the spring tab moves just a little.
Aerodynamic assistance
Infowerk
Page 17
Flight Controls
In flight, air load on the elevator, opposes the input force of the pilot.
This produces a twisting movement on the torque shaft. Which is transmitted via
the torque tube to the spring tab.
The spring tab deflects in the opposite direction of the elevator.
Aerodynamic assistance is provided. Maximum tab deflection is limited by crank
stops. At further movement of the column the elevator is moved directly.
In the event of a jammed elevator, the left and right system can be separated by
the pitch disconnect system.
P
I
T
C
H
Pulling the handle, draws back the clutch lever and cam assembly.
The turning calm pulls the clutch from the clutch plate. The two columns are now
separated and move independently.
Turning the handle 90 degrees locks it in this position. Turing the handle back 90
degress, and releasing the handle, allows the springs to force the clutch-to-clutch
plate. The clutch reengages if the column are aligned.
Infowerk
Page 18
Flight Controls
At airspeeds above 160 KIAS the spring tab is locked and therefore aerodynamic
assistance for rudder commands is no longer available.
The pedal assemblies are then effectively connected directly to the rudder and
flight crew commands are not assisted by the spring tab. This limits the rudder
deflection at high airspeeds and prevents structural overload conditions.
The spring tab can be unlocked and the limiter actuator disabled by manually
operating a switch in the flight compartment.
A facility for testing the actuator is also provided.
Infowerk
Page 19
Flight Controls
Infowerk
Page 20
Flight Controls
torsion bars
Infowerk
Page 21
Flight Controls
ENG SYNC
MSTR SEL
LH
TEST
TAB
LOCK
RH
REFUEL QTY
TREND
EXCEED
+
IMT/FDR
G
N
D
R
U
D
S
P
O
I
L
L
I
M
I
T
Infowerk
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Flight Controls
AVIONICS
ELEC
STBY
ATT
STBY
ALT/ASI
STBY
INST LTS
EM
PWR
GCU
2
RMU1
PRI(23)
DAU
CH 1B
DAU
CH 1A
DAU
CH 2A
MFD
1
EICAS
IAC
1
ADC
1
FD/AP&DISP
CTL1
TONE
GEN1
BACK-UP
BATT
AOA/STALL
WARN LH
DC TIE
IND
TRU
INV
1
RMU2
AUX(U1)
AHRS1
AUX(F1)
IRS2
AUX(M5)
PFD
2
MFD
2
15
10
15
15
15
10
15
7,5
15
15
15
COM
2
ADF
1
AUDIO
3
FMS
CDU
STBY RUD
LIMIT(B12)
STBY AIL
TRIM(B10)
STBY ELEV
TRIM(B9)
ELEV
TRIM(B7)
AIL
TRIM(B6)
RUDDER
TRIM
RUDDER
LIMIT(B5)
GND SPOIL
B
GND SPOIL
B
FLAPS
HGS
OHU
HGS
HCP
HGS
COMP
RAD ALT
1
CLR DLY
HEAD
NAV
1
DME
1
ATC
1
COM
1
PAX
BRIEF
PAX
ADDRESS
AUDIO
1
IAC
2
ADC
2
10
7,5
7,5
10
7,5
10
REFUEL
RH
NRM A-SKID
PRIM
NWS
AP SERVO
YD
SERVO
ALT A-SKID
SEC
GEAR
RETRACT
GEAR
EXTEND
FUEL
XFEED LH
ELPMP
LH
JETPMP
LH
FUEL SOV
LH
FIRE DET
LH
FIRE BOT
LH
APU FIRE
DET
APU FIRE
BOT
FIRE DET
RH
FIRE BOT
RH
FUEL SOV
RH
JET PMP
RH
ELPMP
RH
FUEL
XFEED RH
DAU
CH 2B
AHRS2
PRI(F2)
25
25
DIMMER
AUX(V5)
NAV
LTS
HYD PRSS
IND A
BRK COV
HYD PRSS
IND B
FADEC A
LH
CONT IGN
IND LH
IGN
LH
15
AVIONICS
B
COMNAV FL
FUEL LDG
AP LTS
LTS LDG
AP LTS
LDG LTS
LH1
LDG LTS
LH2
ECS OXY
ICE ENG
20
ENG BLEED
LH
ECS PACK
LH
CLOCK
1
7,5
CAB PRSS
PRI(X7)
TTO 1
LH
TTO 1
RH
10
OXYG
10
WIPER
LH
FADEC B
LH
WS HEAT
SIDE LH
HYD STBY
PMP AUTO
VIB MTR
LH
HYD STBY
PMP MAN
MLS
1
AOA
HEAT LH
EL HORN LH
RUD HORN
PITOT
HET LH
OIL PRSS
LH
DE ICE
BLEED LEAK
PRESS LH
DET LH
START B
LH
START A
LH
7,5
X BLEED
AUX(X3)
BLEED LEAK
DET RH
10
10
10
10
11
12
13
14
15
16
17
BUS 1
ICE PROT
AIRF CYCLE
PFD
1
DE ICE
PRSS RH
7,5
7,5
ICE PROT
AIRF SGL
START B
RH
7,5
TAT
HEAT
IGN
RH
WS HEAT
FRONT LH
CONT IGN
IND RH
FADEC A
RH
OIL PRSS
RH
CAB PRSS
DUMP
CAB PRSS
BACKUP
FADEC B
RH
WS HEAT
SIDE RH
ENG A-ICE
LH
PROXI
A/1
PROXI
B/1
15
7,5
18
19
20
21
22
23
24
25
ESSENTIAL BUS
ICE
DET
START A
RH
RMU1
AUX(A7)
26
LDG LTS
RH 1
27
LDG LTS
RH 2
AVIONICS
ELEC
AVIONICS
FLCOM/NAV
AVC LTS
FUEL FIRE
HYD LTS
CPCS ENG
ECS PROXI
ENG ICE
20
BUS 2
28
Rudder control system position indicating and fault monitoring is provided on the
EICAS and on the MFD flight control system page.
Rudder position indication is provided by the rudder position transmitter
potentiometer, which sends its signals to data acquisition unit 1 for processing.
The position of the rudder is indicated by a blue synoptic on the FLIGHT
CONTROL page.
If the transmitter signal is invalid, the blue synoptic is replaced by an amber X.
END
0.0
N1
22
21
ITT
0.0
0.0
CABIN
22 C
1200 FT
50 FPM
N2
NU
OIL
TEMP
OIL
PRESS
0
0
FF LBS/HR
FQ
LBS
ND
0
750
MAIN
REF
DATA
COPY
EICAS
Infowerk
AHRS
MSG
Page 23
Flight Controls
Normal Airfoil
Infowerk
Plain Flap
55 %
51 %
Split Flap
65 %
63%
Slotted Flap
71%
42 %
Fowler Flap
93 %vv
83 %
Slat
37 %
35 %
Page 24
Flight Controls
The fowler flap has the advantage of the slotted flap, but by moving rearward on
tracks it actually increases the area of the wing.
Most fowler flaps initially or in the take-off position move back without downward
deflection. When the approach and landing positions are reached the deflection
increases progressively.
"Tripple slotted flap" This is an example of a wing with triple-slotted flaps and
slats in the cruise position. Slat, fore-, mid- and trailing flap segments are fully
retracted and form a high speed airfoil with minimum drag.
Infowerk
Page 25
Flight Controls
Slat
In the take-off position the slat and the flap segments are partially extended for
additional lift, but still have low drag in order to achieve fast acceleration and
short take-off run.
In the landing position slat and flap segments are fully extended for maximum lift
and maximum drag to allow a steep angle of descent at low speed.
Infowerk
Page 26
Flight Controls
Infowerk
Page 27
Flight Controls
On the Boeing 707 fore- and trailing flaps are one unit with a fixed slot.
The flap assembly extends along a curved rail.
The lower flap shroud on the wing is hinged and moves upward to improve the
airflow through the slot during flap extension.
The Cessna, as an example of a small aircraft, uses a dual roller system on the
single flap support arm.
These two rollers follow individual slots in a guide rail.
The upper and lower slots are initially parallel which allows aft movement of the
flap.
Towards the last third of the travel the upper slot is curved down and the lower
curved up which deflects the flap downwards.
Infowerk
Page 28
Flight Controls
Aft roller
Fowler Flaps
FLAP
Control cables
Control rods
Forward roller
Screwjack
Electric Motor
Flap select lever
Flap 0
CESSNA
"Slats and leading edge flaps"
A wind tunnel experiment shows us the need for high lift devices on the leading
edge. Smoke is used to visualise the airflow over a flat plate.
Using a bend in the plate to simulate flap deflection the smoke trail is deflected
downwards.
As a result of the so-called pre-orientation of flow the airflow ahead of the plate is
also deflected downwards. This increases the angle of attack and especially on
fast airfoils with a small nose radius can lead to an early stall. To reduce this
effect leading edge flaps or slats are commonly used.
Infowerk
Page 29
Flight Controls
SMOKE TRAIL
MARKER
SMOKE JET
PLATE
SMOKE TRAIL
MARKER
SMOKE JET
PLATE
Infowerk
Page 30
Flight Controls
"Slats"
The Slat forms the leading edge of the wing when retracted.
When it is extended the slat increases the camber of the wing and forms a slot
that directs high-energy air over the top surface of the wing to prevent stalling of
the airflow at high angles of attack.
Slats can be mechanically or hydraulically operated.
On some fighter airplanes and small airplanes the operation of the slats is
automatic as a result of aerodynamic forces.
Infowerk
Page 31
Flight Controls
The wing flap system consists of a drive system, a control system, and four flap
sections.
The inboard flap is located between the fuselage and the nacelle.
The outboard flap is located between the nacelle and the aileron.
The flap position can be seen on the flap position indicator on the co pilots panel.
F
L
A
P
S
10
0
15
DEG
35
35
Infowerk
5
15
FLAP
Page 32
20
Flight Controls
The Quadrant transmits the movement via a cable circuit to the hydraulic flap
power unit.
The cable circuit is routed from the cockpit under-floor, up behind the copilot to
the ceiling. and in the ceiling backwards to the center wing area, up to the flap
power unit.
Infowerk
Page 33
Flight Controls
The flap drive system consists of the flap power unit, the primary drive system
and the secondary drive system.
Four ball screw actuators in each wing drive the flaps.
One transfer gearbox on each side, connects the secondary drive to the primary.
The torque sensor unit will illuminate a caution light, if the secondary drive is
used.
Five flap tracks, on each wing support the flaps.
TRANSFER
GEARBOX
INPUT
PULLEY
PRIMARY
DRIVE
COUPLING
FLAP POWER
UNIT
TORQUE
SENSOR
COUPLING
SECONDARY
DRIVE
COUPLING
POSITION
SENSOR
POSITION
SENSOR
OUTBD
FLAP
NO. 4
BALLSCREW
ACTUATOR
NO. 3
BALLSCREW
ACTUATOR
NO. 2
BALLSCREW
ACTUATOR
OUTBD
FLAP
INBD
FLAP
INBD
FLAP
NO. 1
BALLSCREW
ACTUATOR
LEFT WING
Infowerk
TRANSFER
GEARBOX
NO. 2
BALLSCREW
ACTUATOR
NO. 3
BALLSCREW
ACTUATOR
RIGHT WING
Page 34
NO. 4
BALLSCREW
ACTUATOR
Flight Controls
Infowerk
Page 35
Flight Controls
PRESS
AND
PULL
GUST
CHECK
LOCK
GO AROUND
MAX
GO AROUND
THRUST SET
ELEV
DISC
AIL
DISC
CLOSE
SPEED BRAKE
IDLE
UP
FLAP
OPEN
P
U
L
L
18
18
A
N
D
22
22
R
O
T
A
T
E
45
45
EMERG/PARK
BRAKE
DOWN
The operation of the ground spoiler is automatic during the landing and rejected
takeoff procedures.
With the aircraft on ground, the ground spoiler logic receives the first signal from
the landing gear proximity switches.
When the wheel speed gets up to 25 knots of the turning speed, the speed
sensor sends the second signal.
When the pilot moves the two thrust levers to below 30, the spoiler control unit
will operate the spoiler surfaces to open.
Infowerk
Page 36
Flight Controls
ALT T/0 1
35.0
35.0
490
490
55
450 KGH
1500 KG
55
450 KGH
1500 KG
DN DN DN
0
86 86
70 70
1210
0.0
0
103%
630
To operate the speed brake, the aircraft must have engine thrust lever angles
below 50, flaps set to 0and the airspeed below 202 knots IAS.
In these conditions, when the pilot operates the speed brake lever, the spoiler
control unit commands the outboard spoiler surfaces to open.
If one of these conditions does not occur, and the pilot operates the speed brake
lever, the EICAS display will show the caution message SPEED BRAKE LEVER
DISAGREE and the surfaces remain closed.
Infowerk
Page 37
Flight Controls
RIGHT AILERON
TRIM TAB
+
AIL
TRIM
NOSE
R
LWD
RWD
R
W
D
L
W
D
AILERON
Infowerk
RUDDER
TRIM
TRIM
L
RUDDER
Page 38
Flight Controls
Infowerk
Page 39
Flight Controls
A standby elevator trim system is provided. In the event of a trim cable fracture
forward of servo, electrical trim can be accomplished.
The servo of the auto flight control system is used for this feature.
Selecting the guarded switch on the pilot's side panel arms the system.
Now either control switch on the co-pilots or pilot's side can be used to activate
the trim.
CIRCUIT
BREAKER
PNL LTG
PLTS
FLTPNL
OFF
OFF
OFF BRT
ARM
S
T
D
B
Y
O
F
F
NOSE
DOWN
E
L
E
V
A
T
O
R
T
R
I
M
TEST
PROPELLERS
OVERSPEED
COPLTS
FLTPNL
CIRCUIT
BREAKER
PNL LTG
OFF
OFF BRT
BACKUP
ADC
TEST 1
STALL
WARNING
TEST 1
TEST 2
TEST 2
BACKUP
INPH
XMIT
NOSE UP
NOSE
UP
Infowerk
Page 40