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CONTROLS
TO MAKE THE AIRCRAFT DO WHAT THE PILOTREQUIRES, THE PILOT MUST HAVE A MEANS OF CONTROL OF THE AIRCRAFT.
THREE MAIN CONTROLS ARE PROVIDED :-
ELEVATORS
AILERONS
RUDDER
THEIR FUNCTION IS TO MOVE THE AIRCRAFTABOUT IT’S 3 AXIS.
PRINCIPLES OF FLIGHT
PRINCIPLES OF FLIGHT
YAW - WHEN THE NOSE OF THE AIRCRAFT MOVES LEFT (LEFT YAW) OR RIGHT (RIGHT YAW).
THE PILOT USES THESE CONTROLS TO MAKETHE AIRCRAFT MOVE IN : -
PITCH – WHERE THE NOSE OF THE AIRCRAFT RISES (PITCHING UP) OR FALLS (PITCHING DOWN).
CONTROL USED - ELEVATORS
ROLL - WHEN ONE WING RISES THE OTHER WING FALLS. RIGHT WING DOWN IS ROLLING RIGHT.
CONTROL USED - AILERONS
CONTROL USED - RUDDER
PRINCIPLES OF FLIGHT MOVEMENT
PITCHING, ROLLING AND YAWING IS ALWAYS DESCRIBED RELATIVE TO THEPILOT RATHER THAN THE HORIZON.
THEY ARE LINKED TO THE PILOT’S CONTROL COLUMN.
THE PITCHING PLANE
PILOT USES ELEVATORS
ELEVATORS ARE USUALLY TWO MOVEABLE PARTS HINGED TO THE TRAILING EDGE OF THE TAILPLANE.
PILOT RATHER THAN THE HORIZON.
PRINCIPLES OF FLIGHT
MOVING THE CONTOL COLUMN FORWARD MOVING THE CONTOL COLUMN FORWARD MOVES THE ELEVATORS DOWN, INCREASING MOVES THE ELEVATORS DOWN, INCREASING THE ANGLE OF ATTACK AND PRODUCING THE ANGLE OF ATTACK AND PRODUCING MORE LIFT.MORE LIFT.
PRODUCING MORE LIFT MOVES THE PRODUCING MORE LIFT MOVES THE AIRCRAFT AROUND IT’S LATERAL AXISAIRCRAFT AROUND IT’S LATERAL AXISAND PITCHES THE NOSE DOWN.AND PITCHES THE NOSE DOWN.
THE AIRCRAFT DESCENDS AND THE SPEEDTHE AIRCRAFT DESCENDS AND THE SPEEDINCREASES.INCREASES.
PRINCIPLES OF FLIGHT
CONTROL COLUMN
ELEVATORFORCE
LATERAL AXIS
LATERAL AXIS
AIRCRAFT DESCENDSAND SPEED INCREASES
THE AIRCRAFT WILL CONTINUE TO PITCH OVERUNTIL THE CONTROL COLUMN IS PUT BACK IN
THE NUETRAL POSITION.
CONTROL COLUMNTO NUETRAL
ELEVATORFORCENUETRAL
PRINCIPLES OF FLIGHT
WHATEVER THE ATTITUDE OF THE AIRCRAFT
THE REACTION TO MOVING THE CONTROLCOLUMN IS THE SAME.
PRINCIPLES OF FLIGHT
THE ROLLING PLANE
THE PILOT USES AILERONS.
AILERONS ARE USUALLY TWO MOVEABLE PARTS HINGED TO THE TRAILING EDGE OFTHE WINGS AND PLACED CLOSE TO THE WINGTIPS TO GIVE MAXIMUM LEVERAGE ABOUT THE C of G.
THEY ARE LINKED TO THE PILOT’S CONTROLCOLUMN.
PRINCIPLES OF FLIGHT
THE OPPOSITE OCCURS ON THE RIGHT WING.
RAISING THE LEFT AILERON REDUCES IT’SANGLE OF ATTACK AND THEREFORE PRODUCES LESS LIFT. THIS CAUSES THE WING TO DROP.
BY MOVING THE CONTROL COLUMN TO THE LEFT, THE LEFT AILERON RISES AND THE RIGHT LOWERS.
LEFT WING RIGHT WING
WING CHORD LINE
AILERON AND WING CHORD LINE
CHANGE IN ANGLE OF ATTACK
WING CHORD LINE
AILERON AND WING CHORD LINE
PRINCIPLES OF FLIGHT
THE ROLLING PLANE
STRAIGHT AND LEVEL FLIGHT
CONTROL COLUMN RIGHT
LEFT AILERON DOWN, RIGHT AILERON UP
AIRCRAFT ROLLS RIGHT
PRINCIPLES OF FLIGHT
WHEN THE AIRCRAFT ACHIEVES THE REQUIRED BANK ANGLE THE CONTROL COLUMN IS PLACEDCENTRAL.
AILERONS NOW FLARE WITH THE WING ANDTHE AIRCRAFT MAINTAINS THE PRESENT BANK
ANGLE.
PRINCIPLES OF FLIGHT
THIS IS KNOWN AS DIFFERENTIAL AILERON.
THE EFFECT ON EACH WING IS DIFFERENTAS THE LIFT CHANGE IS MORE PRONOUNCEDON THE DOWN MOVING AILERON. THEREFORE THE DOWN MOVING AILERONIS DEFLECTED LESS THAN THE UP MOVING.
LEFT WING RIGHT WING
UP IS USUALLY 2 TIMES THE MOVEMENT OF DOWN
ON LARGE AIRCRAFT
PRINCIPLES OF FLIGHT
THE YAWING PLANE
THE PILOT USES THE RUDDER.THE PILOT USES THE RUDDER.
ON MOST AIRCRAFT THE RUDDER IS A SINGLE CONTROL SURFACE HINGED TO THETRAILING EDGE OF THE FIN WHERE IT HASMOST EFFECT.
FIN RUDDER
TO YAW TO THE LEFT, THE PILOT PUSHES THELEFT RUDDER PEDAL WHICH DEFLECTS THERUDDER LEFT.
FIN RUDDER
THIS CAUSES AN ANGLE OF ATTACK ON THE FIN AND CAUSES A FORCE TO PUSH THE FIN RIGHT AND THEREFORE THE NOSE OF THE AIRCRAFT MOVES LEFT.
FORCE
CHORD LINE
PRINCIPLES OF FLIGHT
PRINCIPLES OF FLIGHT THE YAWING PLANE
FLYING STRAIGHT
LEFT RUDDER PEDALPUSHED FORWARD,RIGHT PEDAL WILLMOVE BACK,RUDDER MOVES LEFT
PRINCIPLES OF FLIGHT THE YAWING PLANE
FORCE APPLIED TO FINAND AIRCRAFT NOSEMOVES LEFT ABOUTTHE NORMAL AXIS.i.e. LEFT YAW.
NORMAL AXIS
BRINGING THE RUDDER PEDALS BACK TO THE NUETRAL POSITION,CENTRALISES THERUDDER AND THE AIRCRAFTNOSE STOPS MOVING AND MAINTAINS THE PRESENT
HEADING.
PRINCIPLES OF FLIGHT
TRIM TABS
THE WEIGHT AND POSITION OF THE C of GCAN CHANGE IN FLIGHT DUE TO:-THE WEIGHT AND POSITION OF THE C of GCAN CHANGE IN FLIGHT DUE TO:-
BURNING FUEL
THE WEIGHT AND POSITION OF THE C of GCAN CHANGE IN FLIGHT DUE TO:-
BURNING FUEL
DROPPING BOMBS
THE WEIGHT AND POSITION OF THE C of GCAN CHANGE IN FLIGHT DUE TO:-
BURNING FUEL
DROPPING BOMBS
FIRING AMMUNITION
THE WEIGHT AND POSITION OF THE C of GCAN CHANGE IN FLIGHT DUE TO:-
BURNING FUEL
DROPPING BOMBS
FIRING AMMUNITION
DROPPING STORES OR MEN BY PARACHUTE
THE WEIGHT AND POSITION OF THE C of GCAN CHANGE IN FLIGHT DUE TO:-
BURNING FUEL
DROPPING BOMBS
FIRING AMMUNITION
DROPPING STORES OR MEN BY PARACHUTE
THE CENTRE OF PRESSURE WILL ALSO CHANGE DUE TO CHANGES IN:-
THE WEIGHT AND POSITION OF THE C of GCAN CHANGE IN FLIGHT DUE TO:-
BURNING FUEL
DROPPING BOMBS
FIRING AMMUNITION
DROPPING STORES OR MEN BY PARACHUTE
THE CENTRE OF PRESSURE WILL ALSO CHANGE DUE TO CHANGES IN:-
ENGINE POWER
THE WEIGHT AND POSITION OF THE C of GCAN CHANGE IN FLIGHT DUE TO:-
BURNING FUEL
DROPPING BOMBS
FIRING AMMUNITION
DROPPING STORES OR MEN BY PARACHUTE
THE CENTRE OF PRESSURE WILL ALSO CHANGE DUE TO CHANGES IN:-
ENGINE POWERALTITUDE
THE WEIGHT AND POSITION OF THE C of GCAN CHANGE IN FLIGHT DUE TO:-
BURNING FUEL
DROPPING BOMBS
FIRING AMMUNITION
DROPPING STORES OR MEN BY PARACHUTE
THE CENTRE OF PRESSURE WILL ALSO CHANGE DUE TO CHANGES IN:-
ENGINE POWERALTITUDESPEED
PRINCIPLES OF FLIGHT
TRIM TABS
AN ENGINE FAILURE ON A MULTI ENGINE AIRCRAFT WOULD CAUSE ASYMETRIC POWER WHICH THE PILOT WOULD HAVE TO OPPOSE BY USING RUDDER.
XX
THRUSTTHRUST
THRUSTTHRUST
THRUSTTHRUST
ASYMETRIC THRUSTCAUSES YAWLEFT.
PILOTAPPLIESRIGHTRUDDER.
COUNTERSASYMETRICTHRUST.
PRINCIPLES OF FLIGHT
TRIM TABS
A LATERAL UNBALANCE (POSIBLY UNEVENFUEL DISTRIBUTION) WOULD HAVE TO BE CORRECTED BY THE PILOT USING AILERON.
IN ALL THESE CONDITIONS A PILOT COULD NOT FLY FOR LONG HOLDING THESE FORCESWITHOUT SOME HELP.
THIS HELP COMES IN THE FORM OF:-
TRIMMING TABS
LEFT WINGHEAVIER THAN RIGHTWING.
TRIM TABSTHESE ARE USUALLY SMALL CONTROL SURFACES ATTACHED TO THE TRAILING EDGEOF THE AILERONS, ELEVATORS AND RUDDERWHICH BY APPLYING SMALL MOVEMENTSCAN REMOVE THE LOAD FROM THE PILOT.
EXAMPLE: ELEVATORS
TAILPLANEELEVATOR
TRIM TAB
PRINCIPLES OF FLIGHT
PRINCIPLES OF FLIGHT
SO TAKING THE LOAD OFF THE PILOT.
BY MOVING THE TRIM TAB DOWN, THE INCREASE IN ANGLE OF ATTACK WILL CAUSE THE ELEVATOR FORCE TO BE COUNTERACTED.
IF THE PILOT HAS TO MAINTAIN A BACKWARDS PRESSURE ON THE CONTROL COLUMN TO MAINTAIN LEVEL FLIGHT. DOWNWARD FORCE TO KEEP
AIRCRAFT NOSE UP
DOWNWARD FORCE TO KEEP AIRCRAFT NOSE UP
SMALLER FORCE TO BALANCEELEVATOR FORCE
DIFFERENT LEVERAGE ARMS
PRINCIPLES OF FLIGHT
TRIM TABS
ON SOME AIRCRAFT THERE ARE NO ELEVATORTRIM TABS.
INSTEAD THE WHOLE TAILPLANE MOVES TOTAKE OUT ANY LOADS FROM THE PILOT.
THIS CAN BE ACHIEVED BY A MECHANICALLINKAGE OR BY HYDRAULIC CONTROL.
PRINCIPLES OF FLIGHT
HIGH LIFT DEVICES
THESE DEVICES IMPROVE THE LIFTCAPABILITIES OF THE WING AND IMPROVE TAKE-OFF AND LANDING PERFORMANCE.
TYPES:- FLAPS
SLATS
SLOTS
KRUGER FLAPS
DROOP SNOOT FLAPS
FLAPS - LANDINGPRINCIPLES OF FLIGHT
FOR A SAFE LANDING THE AIRCRAFT MUST BE ABLE TO FLY SLOW ENOUGH TO BE ABLE TO STOP ON THE RUNWAY AND HAVE A STEEP APPROACH ANGLE TO LET THE PILOT SEE THE RUNWAY.
AN AIRCRAFT WING IS DESIGNED FOR A SPECIFIC ROLE, NOT USUALLY FOR LANDING.
THEREFORE TO ACHIEVE A SAFE LANDING THE WING HAS TO BE MODIFIED.
THIS IS ACHIEVED BY USING: - FLAPS.
FLAPS ARE ATTACHED TO THE TRAILING EDGE OF THE WING AND ARE EXTENDED TO INCREASE THE WING AREA AND CHORD LENGTH.
PRINCIPLES OF FLIGHT FLAPS - TAKE-OFF
A SMALL AMOUNT OF FLAP WILL PRODUCE EXTRA LIFT BUT LITTLE DRAG AND SO ALLOWA SHORTER TAKE-OFF DISTANCE.
TAKE-OFF FLAP
PRINCIPLES OF FLIGHT
FLAPS
GENERAL WING SECTION
SIMPLE OR PLAIN FLAP
SPLIT FLAP
FOWLER FLAP
TYPES OF FLAP
PRINCIPLES OF FLIGHT
FLAPS
WHEN THE FLAPS ARE “UP” THEY ARE FLUSH WITH THE WING AND WHEN “DOWN” THEY CAN BE UP TO 90° TO THE WING.
WHEN THE FLAPS ARE “UP” THEY ARE FLUSH WITH THE WING AND WHEN “DOWN” THEY CAN BE UP TO 90° TO THE WING.
WHEN THE FLAPS ARE “UP” THEY ARE FLUSH WITH THE WING AND WHEN “DOWN” THEY CAN BE UP TO 90° TO THE WING.
UP TO 60° THE INCREASE IN LIFT IS LARGE AND THE INCREASE IN DRAG SMALL.
FROM 60° TO 90° THE INCREASE IN LIFT ISSMALL AND THE INCREASE IN DRAG IS LARGE.
PRINCIPLES OF FLIGHT
FLAPS
A SMALL AMOUNT OF FLAP WILL ALLOW A SLOWER STALLING SPEED BUT NOT GIVE AN INCREASE IN APPROACH ANGLE.
A LARGE AMOUNT OF FLAP WILL GIVE ASTEEPER APPROACH ANGLE AND WILL ALLOWA SLOWER STALLING SPEED.
PRINCIPLES OF FLIGHT
FLAPSFLAPS
15° LARGE INCREASE15° LARGE INCREASEIN LIFT. VERY SMALL IN LIFT. VERY SMALL INCREASE IN DRAG.INCREASE IN DRAG.
60° SOME INCREASE 60° SOME INCREASE IN LIFT. LARGE IN LIFT. LARGE INCREASE IN DRAGINCREASE IN DRAG
90° VERY SMALL90° VERY SMALLINCREASE IN LIFT.INCREASE IN LIFT.HUGE INCREASEHUGE INCREASEIN DRAG.IN DRAG.
PRINCIPLES OF FLIGHT
FLAPS
FULL FLAP – GOOD VIEW OF LANDING AREAAND REDUCED STALLING SPEED
NO FLAP-POOR FORWARD VIEW
PRINCIPLES OF FLIGHT
SLATSSLATS ARE ANOTHER DEVICE WHICH CAN IMPROVE LOW SPEED HANDLING AND STALL SPEED.
THEY ARE SMALL AEROFOIL SECTIONS ON THE LEADING EDGE OF WINGS, WHICH WHENEXTENDED INCREASE LIFT AND AIRFLOWCONTROL.
SLATS
THE DIAGRAM SHOWS AN AUTOMATIC SLATWHICH IS HELD IN THE CLOSED POSITION BY SPRINGS.
SLATSPRINCIPLES OF FLIGHT
PRINCIPLES OF FLIGHT
SLATS
WHEN THE WING REACHES A HIGH ANGLE OF ATTACK, THE LIFT FORCES ON THE SLAT OVERCOME THE SPRINGS AND THE SLATS EXTEND.
THE AIR CAN NOW FLOW BETWEEN THE SLATAND THE WING, CAUSING THE AIR TO ACCELERATE OVER THE WING SO IMPROVINGTHE AIRFLOW OVER THE WING.
- AUTOMATIC SLAT
PRINCIPLES OF FLIGHT
SLATS
USUALLY THE WING CRITICAL ANGLE IS 15°, BUT WITH SLATS THIS CAN INCREASE TO 25°.
THIS CAN BE A DIFFERENCE OF 20-25 KTS IN THE STALLING SPEED.
PRINCIPLES OF FLIGHT SLATSON MOST LARGE AIRCRAFT THE SLATS ARE NOT AUTOMATIC BUT OPERATED FROM THE FLIGHT DECK IN CONJUNCTION WITH THE FLAPS FOR TAKE-OFF AND LANDING.
PRINCIPLES OF FLIGHT SLOTS
SLOT
AS THE ANGLE OF ATTACK OF THE WING INCREASES THE EFFECT OF THE AIRFLOWTHROUGH THE SLOT INCREASES AND SMOOTHS THE AIRFLOW OVER THE TOPSURFACE OF THE WING, SO REDUCING TURBULENCE.
A SLOT CAN INCREASE THE CRITICAL ANGLETO ABOUT 20°.
PRINCIPLES OF FLIGHT
KRUGER FLAPS
THESE ARE SIMILAR TO SLATS AND HAVE THE SAME EFFECT, BUT ARE HINGED TO THE LEADINGEDGE OF THE WING AND EXTEND FORWARD.
INCREASES THE CRITICAL ANGLE TO 25o