021 05-00-00 Flight Controls Amend0

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(1)TEXTBOOK. Flight Controls. 020 00 00 00 AIRCRAFT GENERAL KNOWLEDGE 021 05 00 00 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.

(2) Flight Controls. Table of Contents:. Flight Controls (construction and operation) _______________________________ 3 Primary Flight Controls _________________________________________________ 5 Secondary Flight Controls _____________________________________________ 24. © Infowerk. for Training only. Page 2.

(3) Flight Controls. Flight Controls (construction and operation) As mentioned earlier four forces act upon an aircraft in flight in other words lift, thrust, weight, and drag. These four forces are connected as follows.. 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. for Training only. Page 3.

(4) 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. for Training only. Page 4.

(5) Flight Controls. Primary Flight Controls Flight controls are proudly classified into primary controls, and secondary controls. The primary flight controls are used to move the aircraft about one of the three primary control axis. The three primary flight controls and resulting movements are: ailerons for rolling operated by rotation of the control wheel. Elevators for pitch operated by fore and aft movements of the control column. Rudder for yawing operated by the rudder paddles.. Mark the three primary flight controls. © Infowerk. for Training only. Page 5.

(6) Flight Controls. Longitudinal control is exercised by means of elevators. These are hinge-mounted at the trailing edge of the horizontal stabilizer. The elevators are operated by fore - and aft - movements of the control column. In the neutral position of the control column the elevators are also at neutral. The aircraft maintains a steady altitude. If the control column is moved back, the elevator is moved up. This creates an increase of down-force at the tail, making it move down. This down-movement of the tail causes the nose of the aircraft to move upwards. The aircraft assumes a climbing attitude. If the control is moved forward the elevators move down. There is an increase in stabilizer down-force, which causes the tail to move upwards. When the tail moves up, the nose of the aircraft moves down and the aircraft assumes a diving attitude.. The elevator is a displacement control device. This means that pitch displacements are aposed by aerodynamic damping in pitch and by the longitudinal stability. The response to an elevator deflection is a steady change of pitch attitude. This emplies that the elevators must be kept in a certain position to obtain an maintain a certain pitch attitude. © Infowerk. for Training only. Page 6.

(7) 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. for Training only. Page 7.

(8) Flight Controls. The ailerons are rate control devices. This means that any rolling moment is always apposed by an aerodynamic damping force. A steady rate of roll is obtained when the actual rolling moment and aerodynamic damping are in the state of balance. To sum up movement of the aileron is only required to initiate a certain rate of roll. When the required bank is reached they should be returned to neutral to maintain the selected bank angle.. ROLLING MOMENT. © Infowerk. for Training only. Page 8.

(9) Flight Controls. Directional control is exercised by means of the rudder. It is hinge mounted to the trailing edge of the vertical stabilizer. The rudder is operated by moving the appropriate rudder paddles. Pushing the left paddle moves the rudder to the left, pushing the right paddle moves the rudder to the right. In both cases the airflow behind the vertical stabilizer is changed, making the tail move to the right or left. The response of the aircrafts nose is into the opposite direction. I. e. into the direction of the paddle used. RUDDER PEDALS. RUDDER. The rudder is a displacement control device. The yawing movement set up by a rudder operation is always opposed by aerodynamic damping forces and in herend directional stability. When these forces are in balance a steady state of yaw is kept up. To sum up the rudder must be kept in a certain position to obtain a selected state of yaw. In practice the aircraft is turned with the combined effects of ailerons and rudder.. © Infowerk. for Training only. Page 9.

(10) 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. for Training only. Page 10.

(11) 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. for Training only. Page 11.

(12) Flight Controls. "Fairchild Dornier 328 Jet Aileron system" The aircraft is controlled about the roll axis by a conventional aileron control system. The ailerons are operated manually by dual control wheels, or by signals from the automatic flight control system (AFCS) when the aircraft is flying under automatic control. A Flettner-type servo tab, which provides aerodynamic assistance to reduce pilot effort, is installed on each aileron. The LH aileron tab can be electrically trimmed.. 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. for Training only. Page 12.

(13) 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. for Training only. Page 13.

(14) Flight Controls. The position of each aileron is indicated by a blue synoptic on the FLIGHT CONTROL page of the EICAS. If the transmitter signal is invalid, the blue synoptic is replaced by an amber X. Under normal operating conditions the LH and RH aileron synoptics are joined by a white bar. The bar changes to amber if the aileron disconnect unit is activated. In addition, an aileron disconnected message will be displayed on the CAS field.. 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. for Training only. NEXT RNG. Page 14.

(15) Flight Controls. "Dash 8 Elevator control system" Pitch control consists of two independent elevator control circuits. The Pilots control column operates the left elevator. The Co-pilots column operates the right elevator. The two control columns are normally interconnected, by a shaft.. So simultaneous movement of both elevators is provided. In the case of a jamming elevator, the two systems can be disconnected from each other. Limited pitch control is provided by the remaining elevator.. © Infowerk. for Training only. Page 15.

(16) 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. for Training only. MAX. P R O P. 0°. 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.

(17) Flight Controls. The two elevators are mounted independently of each other. Each elevator is mounted on the trailing each of the vertical stabilizers. The elevator horn on the outboard end, provides aerodynamically assistance. The horn carries internal mass balance weights, to balance the elevator. The horn is electrical heated to prevent ice build up. Bumper stops are located on the inboard side, to limit the maximum deflection. A spring-loaded gust lock latch is also secured to this fitting.. 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. for Training only. Page 17.

(18) 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. Pitch Disconnect System. The system is controlled by a vertically mounted handle; on the center consol. In normal position the clutch is engaged. A spring retains the clutch to the clutch plate, to connect the pilots and co-pilots control columns positively.. 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. for Training only. Page 18.

(19) Flight Controls. "FD 328 JET Rudder control system" The aircraft is controlled about the yaw axis by a manually operated rudder control system. At low airspeeds the rudder is moved by the aerodynamic effects of a Flettner-type spring tab located on the lower trailing edge of the rudder. Movement of the rudder pedals drives the tab in the opposite sense to the yaw command and aerodynamic effects from the tab move the rudder in the commanded sense.. 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. for Training only. Page 19.

(20) Flight Controls. The rudder control subsystem consists of the following components: -. LH and RH rudder pedal assemblies. -. LH and RH pedal adjustment assemblies. -. control cables, pulleys, rods, levers and bellcranks. -. LH and RH forward quadrant assemblies. -. pressure bulkhead fairleads. © Infowerk. for Training only. Page 20.

(21) Flight Controls. -. aft quadrant assembly. -. spring tab lever assembly. -. torsion bars. © Infowerk. for Training only. Page 21.

(22) Flight Controls. -. rudder limiter actuator. -. TEST TAB LOCK switch/light ENG MAINT SEL LH RH. NORM MAINT NORM MAINT. -. ENG SYNC MSTR SEL. LH. TEST TAB LOCK. RH. RUD LIMIT switch/light. REFUEL QTY. TREND. EXCEED. + IMT/FDR. -. -. rudder position transmitter. -. various controls and indicators. G N D. R U D. S P O I L. L I M I T. RUDDER NOT LIMITED. © Infowerk. for Training only. Page 22.

(23) Flight Controls. various circuit breakers and control relays.. -. 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. 2. 2. 2. 1. 15. 10. 5. 1. 1. 1. 15. 15. 15. 10. 1. 3. 1. 15. 3. 3. 7,5. 15. 5. 5. 5. 5. 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. 2. 2. 5. 5. 3. 3. 3. 3. 3. 5. 3. 3. 7,5. 1. 2. 7,5. 2. 1. 5. 2. 5. 10. 2. 7,5. 2. 10. 1. 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). 3. 5. 5. 5. 3. 3. 3. 25. 2. 1. 3. 3. 3. 2. 3. 3. 1. 2. 25. 3. 1. 5. 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. 3. 3. 5. 3. 3. 2. 5. A. AVIONICS B COMNAV FL. FUEL LDG AP LTS. LTS LDG AP LTS. C. LDG LTS LH1. D. LDG LTS LH2. 3. ECS OXY ICE ENG. E. 20. ENG BLEED LH. ECS PACK LH. CLOCK 1. 7,5. FLOW MODE CAB TEMP PRI(X2) CTL. 5. 2. 2. 2. 1. 2. 3. 4. WARN PANEL WARN PANEL NRM A-SKID PRI(X7) AUX(X7) PRIM. 3. 3. CAB PRSS PRI(X7). TTO 1 LH. TTO 1 RH. 3. 10. OXYG. 10. WIPER LH. FADEC B LH. 3. WS HEAT SIDE LH. 5. HYD STBY PMP AUTO. 3. VIB MTR LH. HYD STBY PMP MAN. 3. MLS 1. AOA HEAT LH. EL HORN LH RUD HORN. PITOT HET LH. OIL PRSS LH. 1. DE ICE BLEED LEAK PRESS LH DET LH. START B LH. START A LH. 7,5. X BLEED AUX(X3). BLEED LEAK DET RH. 3. 2. 10. 2. 2. 2. 10. 2. 10. 2. 1. 2. 1. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. BUS 1. ICE PROT AIRF CYCLE. 3. PFD 1. DE ICE PRSS RH. 7,5. 7,5. ICE PROT AIRF SGL. START B RH. 7,5. TAT HEAT. IGN RH. 5. WS HEAT FRONT LH. CONT IGN IND RH. FADEC A RH. OIL PRSS RH. CAB PRSS DUMP. CAB PRSS BACKUP. FADEC B RH. 2. 3. 1. 3. 1. 3. WS HEAT SIDE RH. ENG A-ICE LH. PROXI A/1. PROXI B/1. 2. 2. 2. 15. 2. 2. 7,5. 5. 5. 18. 19. 20. 21. 22. 23. 24. 25. ESSENTIAL BUS. ICE DET. START A RH. RMU1 AUX(A7). 26. LDG LTS RH 1. 3. 27. LDG LTS RH 2. A. AVIONICS ELEC. B. AVIONICS FLCOM/NAV. C. AVC LTS FUEL FIRE. D. HYD LTS CPCS ENG. E. 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.. Rudder position transmitter potentiometer. RUDDER LIMIT FAIL 0.0. END. 0.0. N1. 22. 21. ITT. 0.0. 0.0. CABIN 22 °C. 1200 FT 50 FPM. N2 NU. OIL TEMP OIL PRESS. C. 0 0. FF LBS/HR FQ. LBS. ND. 0 750. 0 °. MAIN REF DATA. COPY. EICAS. © Infowerk. AHRS. 0 °. MSG. MFD (MultiFunction Display). for Training only. Page 23.

(24) Flight Controls. Secondary Flight Controls This table compares the different highlift device designs. The plain flap, the split flap and the slotted flap increase the lift by increasing the camber of the wing airfoil. However, the deflection of a flap or camber increase is limited by the airflow separation or stall of the boundary layer. The slotted flap allows for a larger deflection or additional lift as the slot forms a jet which adds energy-rich air to the energy-starved boundary layer on top of the flap. This thins the boundary layer and helps the airflow to follow the flap contour. Maximum Lift increase Speed range increase _______ V max at full deflection V min. Different types of high lift devices. Normal Airfoil. © Infowerk. _. _. Plain Flap. 55 %. 51 %. Split Flap. 65 %. 63%. Slotted Flap. 71%. 42 %. Fowler Flap. 93 %vv. 83 %. Slat. 37 %. 35 %. for Training only. Page 24.

(25) 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. for Training only. Page 25.

(26) Flight Controls. Slat. Fore Mid Trailing. 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.. "Different flap designs" The Airbus A 300 B uses a fore- and trailing flap. The fore flap is mounted on a flap carrier, the trailing flap hinged on the fore flap. A screw jack moves the flap assembly along the carrier in the aft direction. Once the rear carrier stop is reached, the flap assembly deflects downwards with the trailing flap extending even further to increase the drag.. © Infowerk. for Training only. Page 26.

(27) Flight Controls. The DC 10 also uses a fore and trailing flap combination. Here the flap assembly is hinged externally and the fore flap is attached to the trailing flap through a rail. As hydraulic actuators pivot the fore flap in the hinge, the fore flap extends along the rail and forms a slot.. © Infowerk. for Training only. Page 27.

(28) 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. for Training only. Page 28.

(29) Flight Controls. A single, cockpit-operated, electric motor drives a single screw jack connected to control rods. A cable circuit assures symmetrical operation on both wings.. 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. for Training only. Page 29.

(30) Flight Controls. SMOKE TRAIL MARKER. SMOKE JET. PLATE. SMOKE TRAIL MARKER. SMOKE JET. PLATE. "Leading edge flaps" Leading edge flaps fold down when the trailing flaps are lowered. The drooped leading edge is hinged at the bottom and when extended maintains a smooth surface on top of the wing. The Kruger flap is a hinged panel hinged slightly aft of the leading edge. During extension an additional hinged portion folds out and forms a new leading edge. Both types of leading edge flaps actively increase the camber of the wing. Both devices can be operated by hydraulic actuators or mechanical screw jacks.. © Infowerk. for Training only. Page 30.

(31) 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. for Training only. Page 31.

(32) Flight Controls. "Flap system of the Dash 8" The wing flap system consists of two segments on each wing. The flap selector transfers the input via a cable circuit, to the flap power unit. The flap power unit is powered by the number 1 hydraulic system and operates the flaps via a flap drive system. A flap setting of 5°, 10°, 15° and 35° is available on the Dash 8-300.. 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.. 0°. 5°. F L A P S 10°. 0 15°. DEG. 35°. 35. © Infowerk. 5 15. FLAP. for Training only. Page 32. 20.

(33) Flight Controls. The flap control system is operated by the flap selector. The detente cam provides settings from 0 degree in the full forward position, via 5, 10, and 15 degrees to 35 degrees in the full aft position. To change the flap setting, the trigger must be pulled, to lift the cam follower. At the next position the trigger must be released. The cam follower will engage in this position.. 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. for Training only. Page 33.

(34) 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. for Training only. Page 34. NO. 4 BALLSCREW ACTUATOR.

(35) Flight Controls. "Dash 8 Spoiler control system" The roll spoilers augment the ailerons in providing lateral control. They are hinged to the trailing edge of the wing. The spoilers extend 75°upwards when fully deflected. The system is hydraulically operated by the number 1 system for the inboard spoilers, and the nr. 2 system for the outboard spoilers. The spoilers rise in parallel with the up-going aileron. At speeds above 140 knots only the inboard spoilers operate.. The spoilers are controlled from the pilot's control column. Rotary movement of the pilot's control wheel is transmitted by a chain and sprocket mechanism to a lever on the base of the column. The lever is connected to the spoiler quadrant via a push rod. The quadrant integrates a tension regulator. The tension of the roll spoiler cable to the splitter quadrant is maintained constant under all temperature conditions by the tension regulator.. © Infowerk. for Training only. Page 35.

(36) Flight Controls. "Ground spoilers and speed brake system of the Embraer 145" The outboard surfaces provide the speed brake and ground spoiler functions, while the inboard surfaces provide only the ground spoiler function. The spoiler surfaces are made of composite material, and the subsystem is hydraulically actuated and electrically controlled. The control of the ground spoiler function is automatic during the landing and rejected take off. The speed brake function is controlled by the pilot. TO CONFIG PRESS AND PULL. 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. 0°. 0°. 9°. 9°. 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. for Training only. Page 36.

(37) Flight Controls. The indications of the spoilers on the EICAS display are:. The spoiler OPEN or CLOSED END. ALT T/0 1. indicating the surfaces condition.. 35.0. 35.0. A. The SPOILER FAIL indicates a. A. 490. failure found in the spoiler control unit.. 490. 55 450 KGH 1500 KG. There is also an aural warning. 55 450 KGH 1500 KG. message TAKE OFF SPOILER. DN DN DN 0. when the pilot tries a takeoff with. 86 86. 70 70. the spoiler surface open. 1210 0.0 0 103%. 2. 630°. To operate the speed brake, the aircraft must have engine thrust lever angles below 50°, flaps set to 0°and 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. for Training only. Page 37.

(38) Flight Controls. "Dash 8 Trim control systems" A trim tap is hinged on the inboard trailing edge of the right aileron. The trim tap is electrically operated and controlled by the trim switch. The actuator is installed in the aileron and connected to the trim tap by an adjustable push rod. A position potentiometer sends a signal to the indicator next to the switch. Pressing LEFT WING DOWN releases the internal magnetic brake and extends the actuator. When the switch is released to neutral, the magnetic brake operates, arresting the actuator movement. Pressing right wing down retracts the actuator.. RIGHT AILERON. TRIM TAB +. AIL TRIM. NOSE R. L. LWD. RWD. R W D. L W D AILERON. © Infowerk. for Training only. RUDDER TRIM. TRIM L. R. RUDDER. Page 38.

(39) Flight Controls. A trim tab is mounted on the outboard trailing edge of each elevator. The trim tab is operated manually from the trim hand-wheel, on the center consol. The movement is transmitted via chains to the cable circuit in the under-floor compartment, to the tail cone. Up in the vertically stabilizer, to the horizontal stabilizer. The trim actuator converts the rotary movement of the cable in a linear movement, to adjust the trim tab. Elevator trim indication is accomplished mechanically. A spiral on the inside face of the pilots hand-wheel converts rotary movement to linear movement of the pointer.. Elevator Trim Tab System. © Infowerk. for Training only. Page 39.

(40) 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. BETA BACKUP TEST P/L SW 1 P/L SW 2. OFF BRT. BACKUP. ADC TEST 1. STALL WARNING TEST 1. TEST 2. TEST 2. BACKUP. STDBY ELEVATOR TRIM NOSE DOWN STEERING. INPH. XMIT NOSE UP. NOSE UP. © Infowerk. for Training only. Page 40.

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