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H4 Rigging
 

H4 Rigging

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PowerPoints relating to handout four.

PowerPoints relating to handout four.

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    H4 Rigging H4 Rigging Presentation Transcript

    • Handout 4
      Flight Controls
    • Boeing 757
      Flight Controls
      Primary
      Secondary
    • Boeing 757
      Flight Controls
      Primary
      • Continuous control about the 3 axis
      Secondary
    • Boeing 757
      Flight Controls
      Primary
      • Continuous control about the 3 axis
      Include the rudder, elevator, ailerons & spoilers
      Secondary
    • Boeing 757
      Flight Controls
      Primary
      • Continuous control about the 3 axis
      Includes the rudder, elevator, ailerons & spoilers
      Secondary
      • Intermittent use
    • Boeing 757
      Flight Controls
      Primary
      • Continuous control about the 3 axis
      Includes the rudder, elevator, ailerons & spoilers
      Secondary
      • Intermittent use
      Slats, flaps, spoilers (as speed brakes), stabilizer trim
    • Boeing 757
    • Boeing 757
      Wing Systems
      Ailerons
      Spoilers
      Control roll about the
    • Boeing 757
      Tail Systems
      Rudder
      Controls Yaw
      Moveable stabilizer
      Trims pitch
      Elevator
      Controls pitch
    • Boeing 757
      Power Control Units
      Locations
      One at each spoiler (12 total)
      Two at each aileron (4 total)
      Three each at rudder and elevator (9 total)
      Distributed among 3 hydraulic system
      Triple redundancy
    • Boeing 757
    • Boeing 757
      Horizontal stabilizer
      driven by a hydraulically powered ballscrew mechanism using two hydraulic motors.
    • Boeing 757
      Leading edge slats
      Mechanically controlled
      Hydraulically powered
      torque tubes and rotary actuators.
      Alternate operation
      electric motors.
    • Boeing 757
      The trailing edge flaps
      mechanically controlled
      Hydraulically powered
      Torque tubes and ballscrew transmissions
      Alternate operation
      electronically controlled electronic motors through the same torque tubes and transmissions.
    • Boeing 757
      Hydraulic Distribution
      Three independent systems
      Left
      Center
      Right.
      Provide redundancy
    • Boeing 757
      Primary flight control
      Use all 3 systems for PCU and autopilot servo operation,
      Any single system will provide adequate flight control operation.
    • Boeing 757
      Secondary flight controls
      Powered by one or two hydraulic systems
    • Boeing 757
      The stabilizer trim system
      powered by the center and right hydraulic systems.
      The leading edge slat and trailing edge flap systems
      Powered by the left hydraulic system.
    • Boeing 757
      Ram Air Turbine (RAT)
       Supplies pressure to the center system.
    • Boeing 757
      Power Transfer Unit (PTU)
      Uses right system pressure to operate a motor that mechanically drives a pump to supply pressure to LE Slats and TE Flaps (Also to landing gear).
    • Boeing 757
      Tail Shutoff Valves (3 total)
       Isolates hydraulic user components for maintenance functions and can be closed only when the airplane is in the ground mode.
    • Boeing 757
    • Boeing 757
    • Fokker F28
    • Fokker F28
    • Fokker F28
      Feedback Method
      The hydraulic actuators of elevator and stabilizer are attached to the aircraft structure while the pistons are connected to the flight control surfaces.
      Also know as follow-up method
    • Fokker F28
    • Fokker F28
      All hydraulic actuators have
      Shut-off valve to pressurize or depressurize the actuator
      Servo valve, which applies hydraulic pressure to one of the actuator-piston sides;
      By-pass valve
    • Fokker F28
      Shut-off valve
      controlled by a switch in the cockpit
      Servo valve
      Controlled by movement of control column
    • Boeing 727
      Conventional ailerons,
      Rudders
      Elevators
      Assisted by spoilers
      double as speed brakes
      Adjustable horizontal stabilizer
      Leading and trailing edge flaps.
    • Boeing 727
      The primary control
      moved by a power-operated irreversible control system powered by the two hydraulic systems in the airplane
      In the event of the failure of both systems, manual flight control is possible by the use of servo tabs.
      In normal flight, these tabs serve as balance tabs.
    • Boeing 727
      Roll Control 
      Two sets of ailerons
      Fourteen spoilers
      For high-speed flight
      inboard ailerons and the flight spoilers provide roll control
      outboard flaps are locked in their trim position
    • Boeing 727
      Roll Control
      Five spoilers on each wing operate in flight. They move proportional to the aileron displacement
      Decrease the lift on the wing the pilot wants to move down
    • Boeing 727
      Speed Braking
      Speed brake control is moved back in flight
      All ten flight spoilers are lifted
      If the control wheel is rotated while the spoilers are deployed they will move differentially, decreasing the lift on the wing that should go down
    • Boeing 727
    • DHC-2 Beaver
      Aileron
      chain and sprocket assembly in the control column, connected to control cables
      differential mechanism which, interlinked with the wing flaps, provides up to a maximum of 15 degrees aileron droop when the wing flaps are lowered.
      The differential mechanism consists of a pivot lever actuated by the cables through a link plate and attached to the airplane structure.
      The lever is linked with two cranks which in turn are linked with aileron actuating rods and aileron droop transmitting rods.
      Two aileron droop transmitting rods, one interlinked with each crank and aileron actuating rod, are attached at their opposite ends to lugs on the wing flap torque tube
    • Airbus
    • Airbus A320
      FLY BY WIRE PHILOSOPHY
      Control Column
      Mechanical Channel
      Servo Control Actuator
      Dynamometric Rod
      Autopilot Servo Motor
      Artificial Feel and Computer
    • Airbus A320
      Control column
      Replaced by the side stick.
      This saves weight.
      For pitch and roll control
    • Airbus A320
      Mechanical channel
      replaced by wire and the (Electric Flight Control System) EFCS computers.
      This is a big weight saving of about 1200 lbs.
    • Airbus A320
    • Airbus A320
      MECHANICAL BACK UP
      The rudder and Trimmable Horizontal Stabilizer trim mechanical channels control the aircraft if a complete Electrical Flight Control System failure occurs.
    • Airbus A320
    • Airbus A320
    • Airbus A320
      Fly by wire
      Weight savings
      Extended service life
      Fuel savings
      Enhanced Flight management
      Reduced crew work load
      Accuracy of flight manoeuvring