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Warm-Up – 1/8 – 10 minutes

Warm-Up – 1/8 – 10 minutes. Utilizing your notes and past knowledge answer the following questions: What is the purpose of flight controls? Describe what is a hydro-mechanical flight control system. What are the control surfaces of a primary flight control system?

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Warm-Up – 1/8 – 10 minutes

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  1. Warm-Up – 1/8 – 10 minutes Utilizing your notes and past knowledge answer the following questions: • What is the purpose of flight controls? • Describe what is a hydro-mechanical flight control system. • What are the control surfaces of a primary flight control system? • What is the purpose of the secondary flight control systems? • What is the purpose of the design limits with Control-stop mechanisms?

  2. Questions / Comments

  3. Warm-Up – 1/8 – 10 minutes Utilizing your notes and past knowledge answer the following questions: • What is the purpose of flight controls? • Describe what is a hydro-mechanical flight control system. • What are the control surfaces of a primary flight control system? • What is the purpose of the secondary flight control systems? • What is the purpose of the design limits with Control-stop mechanisms?

  4. Introduction • Purpose of flight controls • To transmit the forces of the flight deck controls to the control surfaces. • Mechanical flight control systems are still used today in small general and sport category aircraft where the aerodynamic forces are not excessive.

  5. Warm-Up – 1/8 – 10 minutes Utilizing your notes and past knowledge answer the following questions: • What is the purpose of flight controls? • Describe what is a hydro-mechanical flight control system. • What are the control surfaces of a primary flight control system? • What is the purpose of the secondary flight control systems? • What is the purpose of the design limits with Control-stop mechanisms?

  6. Flight Controls • At first, hydromechanical designs, consisting of a mechanical circuit and a hydraulic circuit, were used to reduce the complexity, weight, and limitations of mechanical flight controls systems.

  7. Warm-Up – 1/8 – 10 minutes Utilizing your notes and past knowledge answer the following questions: • What is the purpose of flight controls? • Describe what is a hydro-mechanical flight control system. • What are the control surfaces of a primary flight control system? • What is the purpose of the secondary flight control systems? • What is the purpose of the design limits with Control-stop mechanisms?

  8. Flight Control SystemsFlight Controls • Aircraft flight control systems consist of primary and secondary systems. • The ailerons, elevator (or stabilator), and rudder constitute the primary control system and are required to control an aircraft safely during flight.

  9. Warm-Up – 1/8 – 10 minutes Utilizing your notes and past knowledge answer the following questions: • What is the purpose of flight controls? • Describe what is a hydro-mechanical flight control system. • What are the control surfaces of a primary flight control system? • What is the purpose of the secondary flight control systems? • What is the purpose of the design limits with Control-stop mechanisms?

  10. Flight Control SystemsFlight Controls • Wing flaps, leading edge devices, spoilers, and trim systems constitute the secondary control system • They improve the performance characteristics of the airplane or relieve the pilot of excessive control forces.

  11. Warm-Up – 1/8 – 10 minutes Utilizing your notes and past knowledge answer the following questions: • What is the purpose of flight controls? • Describe what is a hydro-mechanical flight control system. • What are the control surfaces of a primary flight control system? • What is the purpose of the secondary flight control systems? • What is the purpose of the design limits with Control-stop mechanisms?

  12. Flight Control SystemsPrimary Flight Controls • Control-stop mechanisms may be incorporated into the flight control linkages, or movement of the control column and/or rudder pedals may be limited. • The purpose of these design limits is to prevent the pilot from inadvertently overcontrolling and overstressing the aircraft during normal maneuvers.

  13. Questions / Comments

  14. THIS DAY IN AVIATION • January 8 • 1945 — The Mitsubishi J8M1 rocket-fighter makes its first flight in Hyakurigahara, Japan.

  15. THIS DAY IN AVIATION • January 8 • 1964 — Air Force Cross posthumously awarded to Major Rudolf Anderson, Jr., the only causality of the 1962 Cuban Missile Crisis.

  16. THIS DAY IN AVIATION • January 8 • 1982 — The Airbus A300 becomes the world's first wide-bodied airliner to be certified for operation by a flight crew of two.

  17. Questions / Comments

  18. January 2014

  19. Questions / Comments

  20. Chapter 5 – Flight Controls FAA – Pilot’s Handbook of Aeronautical Knowledge

  21. Today’s Mission Requirements • Mission: • Identify in writing the flight control systems a pilot uses to control the forces of flight, and the aircraft’s direction and attitude. • Describe how the flight control systems and characteristics can vary greatly depending on the type of aircraft flown. • Describe in writing the basic flight control system designs. • EQ: Describe the importance of Aeronautical Knowledge for the student pilot learning to fly.

  22. Flight Control SystemsPrimary Flight Controls • A properly designed airplane is stable and easily controlled during normal maneuvering. • Control surface inputs cause movement about the three axes of rotation.

  23. Flight Control SystemsAilerons • Ailerons control roll about the longitudinal axis. • The ailerons are attached to the outboard trailing edge of each wing and move in the opposite direction from each other. • Ailerons are connected by cables, bellcranks, pulleys and/or push-pull tubes to a control wheel or control stick.

  24. Flight Control SystemsAilerons • Moving the control wheel or control stick to the right causes the right aileron to deflect upward and the left aileron to deflect downward. • The upward deflection of the right aileron decreases the camber resulting in decreased lift on the right wing.

  25. Flight Control SystemsAilerons • The corresponding downward deflection of the left aileron increases the camber resulting in increased lift on the left wing. • Thus, the increased lift on the left wing and the decreased lift on the right wing causes the airplane to roll to the right.

  26. Flight Control SystemsAdverse Yaw • Since the downward deflected aileron produces more lift as evidenced by the wing raising, it also produces more drag. • This added drag causes the wing to slow down slightly.

  27. Flight Control SystemsAdverse Yaw • This results in the aircraft yawing toward the wing which had experienced an increase in lift (and drag). • From the pilot’s perspective, the yaw is opposite the direction of the bank.

  28. Flight Control SystemsAdverse Yaw • Adverse yaw becomes more pronounced at low airspeeds. • At these slower airspeeds aerodynamic pressure on control surfaces are low and larger control inputs are required to effectively maneuver the airplane.

  29. Flight Control SystemsAdverse Yaw • Application of rudder is used to counteract adverse yaw. • The amount of rudder control required is greatest at low airspeeds, high angles of attack, and with large aileron deflections.

  30. Flight Control SystemsAdverse Yaw • All turns are coordinated by use of ailerons, rudder, and elevator. • Applying aileron pressure is necessary to place the aircraft in the desired angle of bank, while simultaneous application of rudder pressure is necessary to counteract the resultant adverse yaw.

  31. Flight Control SystemsAdverse Yaw • Additionally, because more lift is required during a turn than when in straight-and-level flight, the angle of attack (AOA) must be increased by applying elevator back pressure.

  32. Flight Control SystemsAdverse Yaw • The steeper the turn, the more elevator back pressure is needed.

  33. Flight Control SystemsAdverse Yaw • As the desired angle of bank is established, aileron and rudder pressures should be relaxed. • This stops the angle of bank from increasing, because the aileron and rudder control surfaces are in a neutral and streamlined position.

  34. Flight Control SystemsAdverse Yaw • Elevator back pressure should be held constant to maintain altitude. • The roll-out from a turn is similar to the roll-in, except the flight controls are applied in the opposite direction. • Aileron and rudder are applied in the direction of the roll-out or toward the high wing.

  35. Flight Control SystemsAdverse Yaw • As the angle of bank decreases, the elevator back pressure should be relaxed as necessary to maintain altitude.

  36. Flight Control SystemsElevator • The elevator controls pitch about the lateral axis. • The elevator is connected to the control column in the flight deck by a series of mechanical linkages. • Aft movement of the control column deflects the trailing edge of the elevator surface up.

  37. Flight Control SystemsElevator • The up-elevator position decreases the camber of the elevator and creates a downward aerodynamic force. • The overall effect causes the tail of the aircraft to move down and the nose to pitch up.

  38. Flight Control SystemsElevator • The horizontal tail surfaces may be attached near the lower part of the vertical stabilizer, at the midpoint, or at the high point, as in the T-tail design.

  39. Flight Control SystemsT-Tail • In a T-tail configuration, the elevator is above most of the effects of downwash from the propeller as well as airflow around the fuselage and/or wings during normal flight conditions.

  40. Flight Control SystemsT-Tail • Operation of the elevators in this undisturbed air allows control movements that are consistent throughout most flight regimes. • T-tail designs have become popular on many light and large aircraft.

  41. Flight Control SystemsT-Tail • T-tail configuration removes the tail from the exhaust blast of the engines. • Seaplanes and amphibians often have T-tails in order to keep the horizontal surfaces as far from the water as possible.

  42. Flight Control SystemsT-Tail • An additional benefit is reduced vibration and noise inside the aircraft. • At slow speeds, the elevator on a T-tail aircraft must be moved through a larger number of degrees of travel to raise the nose a given amount than on a conventional-tail aircraft.

  43. Questions / Comments

  44. 1. Create (1) quiz question with answer about today’s lesson. 3. List 3 things you learned today. 2. List 2 things you have questions about today’s lesson. Lesson Closure - 3 – 2 - 1

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