FLIGHT CONTROL SYSTEM

-AUTO PILOT SYSTEM-

General description
Purpose to reduce the fatigue of the crew on
long flights
Pilot can engage A/P any time
A/P provide 3 axis control
Basically 2 A/P director system fitted to
aircraft

AUTO PILOT SYSTEM

Capable of holding the aircraft on any
selected heading and return back to
original heading when displaced from it
Stabilized the a/c in flight and accepts
navigation command for course heading
can do automatic landing.

Outer loop control

Non feedback loop and made up of inputs from pilot and other
systems i.e. navigations
These signal will be sent for computation before going to the inner
loop

Inner loop control

Consist 2 negative feed back loops
Aerodynamic coupling connected by aircraft movement sensed by
rate and displacement gyros
Gyro inputs send signals to try to negate or cancel the effect of the
original
Other feed back is from servo actuator position (ctrl surface position)
to A/P computer to negate the original servo signal input

A/P components
Gyros (mechanical or laser)
A sensing element to detect the movement of the aircraft

Signal conditioning equipment

Amplifiers, A to D converters, etc

Computers
Servos
To move the control surfaces( electric or hydraulic)

Mode controller
AUTOPILOT PANEL in cockpit

Basic operations
Gyros develop signals and processed in a computer,
resulting signal is send to operate the a/p servos
Inputs from pilots control panel, navigation, etc will go to
computer to be digitized and summed with other inputs
Servo output moves PFCU to move the control surface
PFCU moved ctrl surface , feed back signal sent to
computer
A/c moved, gyros will pickup this movement by
aerodynamic coupling will provide another negative feed
back signal to computer to control the rate displacement
of ctrl surface.

Three Channels A/P

A/P basically summation of input by computers and output signal will

be amplified and sent to servo motor (hydraulic actuator)
Two main signals for rudder channels
First signal determine when and how much rudder will move,
course signal obtained from gyros compass system
No signal will develop as long as the aircraft is in the correct
heading position, any deviation make gyro compass to send
signal to rudder
Second signal rate signal determine rate of a/c turn
Faster a/c turn, stronger the signal produced by rate gyro.
These 2 signal will combine, process and amplify
(computers),output sent to rudder servo to bring the a/c to
correct heading
As the rudder moves, feed back signal is sent to amplifier and
summed with gyro input by computer until the rudder reaches
desired position.
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The rudder will stay at new position until there is new

direction heading given by pilot
This system provide cross feed input to aileron channel to
produce the correct amount of bank for any rudder
deflection
Aileron channels receives signal from roll rate gyro (or gyro
horizon for older a/c), turn control (flight deck) and navigation
computers. Also has cross feed input to rudder channel for
coordinated turns.
Signal produced when aileron move and summed by
computer to give the output signal to servo.
When the output signal equal to input signal, servo
ceased, aileron stop moving
Aileron maintain at bank condition by summation signal.
Level flight return by signal to servo become smaller ,
feedback signal move aileron to trail position.
Elevator channel work similar to aileron channel.

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Flight Controller (mode control

panel)

Operate manually to set various parameters and

cause the a/c to perform maneuvers.

Coordinated with Stab Trim, Mach Trim, Yaw Damper

& Thrust Management system
A/P can be engaged and disengaged electrically or
mechanically depending on the system by engaged
switch on control panel and disengaged switch on
control column.

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Sensing Elements
Sensing elements
Directional gyro
Turn and bank gyro
Attitude gyro
Rate gyro
Altitude control
Other gyros

Most gyros are laser operated, in one

house unit and duplicated or triplicated.

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A/P Computers
Most data signal is analogue, therefore it need to be
convert to digital data before can be process by
computer. This is done by analogue to digital converter
(A/D converter)
Computer will process the digital input, result will sent
out again
Most of system outside computers are analogue, so
result input from computers need to be convert back to
analogue by a converter (D/A converter)
Then analogue signal can be use to drive motors, relays
etc.

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Computer on a/c perform functions

such as
Air Data Storage (Air Data
Computers-DADC)
Automatic Flight Control (FCS/AFCS)
Inertial Navigation (INS)

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Basic A/P computer will have

Power supply
Data bus receive information from other computers
and send information to other computers
Inputs from the pilots mode control panel/ control
column buttons
Sensor inputs. Gyros, altitude sensors, etc
Control surface position monitoring inputs.
Control system servo output signals analogue
electrical signal to solenoid operated hydraulic valves

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The inputs to a modern autopilot/ flight control

computer will include
Mode control panel
Cross feed from other A/P FCC ( Flight Control
Computer)
IRS Inertial Reference System ground speed, attitude,
etc
DAD Digital Air Data altitude airspeed, etc
VHF navigation VOR G/S etc
Radio Altitude
FMC BITE display etc
Position sensors for all the controls
Auto throttle.

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Discreet inputs including

Weight switches
Landing gear micro switches
Control system force limiters
Flap micro switches
Hydraulic pressure switches

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Output to other components/ systems include

Flight deck panel displays
Audio visual warning
ADI Attitude Director Indicator
Other A/P FCC computer
Servo elevator, aileron, rudder
Mach trim
Stab trim
Speed trim
Yaw damper
Nav system

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Servos
Installed either upstream of PFCU or combined within PFCU
Connected in such a way that input move the whole flying
control system include ctrl column called Parallel system
Input only affected flight control system downstream (not
include ctrl column) called Series system
this principle applies to trim actuator and yaw dampers
(normally connected in Series)
2 type of servos
Electric motor servo type
Electrohydraulic servo type

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Electric motor servo type

Connected to output shaft through reduction gear
Motor start, stop, reverse in response to command
signals from computer

Electrohydraulic
type
Signals operatedservo
cause valve to cause fluid under
pressure to pass a jack to move the ctrl surface
Servo maybe separate unit1 or combined unit2
with PFCU by duplicate connection to different
hydraulic supply. If one fail, other can continue
but with half authority

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Hydraulic servo operation(separate

unit)

Control system connected to servo via the output crank and

internal crank
When A/P disconnected, two detent piston withdrawn by
spring action from roller, move freely when he system move
by pilot
When A/P connected, detent piston move to engage with the
roller by hydraulic pressure supply is feed to the servo piston
to move control system via the cranks.
Pressure supply is control by EHSV under command from A/P
computer
Output position LVDT(Linear Variable Differential Transducer)
send positional feed back data to computer.

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A/P servo operation (combined

unit)

PFCU and A/P servo combined in one unit(figure

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A/P disengaged
Pilots input goes at point B(input link) by fixed pivot at A
cause push/pull link to move thus selecting the main
servo valve.
When pilot stop input movement, the main jack will
continue to move the link at pivot B and cancel the main
servo selection and main jack will stop.
Follow up movement take a second to give the feedback

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A/P engaged
A/P on, hydraulic pressure is feed to the
auto flight control jack by auto flight servo.
This will move the link(point A) via
summing link to select the main servo
This figure doesnt show by pass valve but
in the event of hydraulic fail, system will
automatically open to allow free flow of
fluid within the main jack.

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Additional info
A/P will disengage when
Pilot select A/P OFF on the mode control panel
Pilot press disconnect button on the control
column
Pilot moves the rudder pedals/control column with
a force greater than a certain threshold
Other A/P is engaged (other than glide slope or go
around mode)
Associated PFCU fails
Certain modes fail (all air data lost)

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Fly-By-Wire

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Basic Operation

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Pilot move sidestick(cc)

Signal sent to computer
Computer will receive and calculate
Then the computer will send signal to control
surface actuator
Potentiometer at the actuator will send back a
signal to computer (negative voltage)
The two signal will cancel each other, actuator
stop moving

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Sidestick controller

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Description
Located on the side console of thepilot,
usually on the right hand side, or outboard
on a two-seatflightdeck.
Typically this is found in aircraft that are
equipped withfly-by-wirecontrol systems
but depends on aircraft manufacturer
Contrasts with the more conventional design
located in the centre of the cockpit between
the pilot's legs, called a Center stick".

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In the centre stick design, both the pilot's

and co-pilot's controls are mechanically
connected together
In typical Airbus side-stick implementations,
the sticks are independent. Pilot can press a
"priority button" to lock out inputs from the
other side-stick.

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A380-800 Cockpit

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Boeing 777-xxx

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Redundancy
High level of redundancy by:
I. Having multiple computer
II. Separate power supply
III. Mechanical backup for certain control
IV. Different computer supplier
V. Different microprocessor
VI.Computer type

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Advantages of fly by wire

Less maintenance
Less weight = less fuel consumption
More space in cockpit for pilot
Depends on accurate computer
Self-testing
Less moving part

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Disadvantages
Need training to familiar with electronic parts
Dangerous if expose to electromagnetic pulse (EMP)

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Fly by light

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TOPIC 6
P. F . C . U

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What is PFCU?
Powered Flight Control Unit is used to
convert hydraulic pressure to move
the control surface

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In large modern aircraft that fly at high

speeds, it is hard for pilot to move the
control surface manually
To overcome this problem hydraulic
pressure is used to move the control
surfaces.
POWERED FLIGHT CONTROL UNIT being
used to convert hydraulic pressure into a
force exerted on the control surface.

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Type of PFCU
There are 2 types of PFCU
1.Valve Ram Type
1.Self Contained Type

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Valve Ram Type

Control Surface
P.F.C.U.

Followup
Lever

Structure

Return

Pressur
e

Return

Control Cable "A"

Control Rod

Control Cable "B"

Powered Flying Control

Unit
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Description
This consist of a servo valve and ram
assembly supplied with hydraulic
power
Hydraulic is supplied from AIRCRAFT
HYDRAULIC SYSTEM

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Operation
Hydraulic Jack fix to structure
To control the P.F.C.U. a servo valve (control
valve) is mounted on the jack
The input system, directs fluid to either side of
the jack piston and directs the fluid from the
other side to return

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Self Contained Type

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Description
Consist of self contained unit
Have its OWN HYDRAULIC SYSTEM
Electrical supply to operate the hydraulic
pump
Also contains servo valves and a ram
assembly

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Negative Feedback

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Principles
Input from pilot will operate the hydraulic
servo valve
PFCU output jack starts to move
When jack starts to move the movement is felt
back at the selector valve
And it tries to DE-SELECT the servo valve

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Manual Reversion
Some PFCU have a manual reversion
facility
Allows the pilot control manually if the
PFCU fails
Manual Operation will be heavy and
reduced control authority
But is reliable during emergency
PFCU just acts as another mechanical
linkage

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Jacking Procedure
Purpose?
Procedure
1.Before
2.During
3.After

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Before Jacking
Refer to aircraft maintenance manual
Determine Jack specific lifting capacity,condition and general
serviceability.
Check the environment of hangar or tarmac
No one should remain in the aircraft
Aircraft to be jacked must be located in a level position
Protected from the wind
Determine jacking point
Defuel aircraft
Enough manpower

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During jacking
Communication
Raised or lowered the aircraft evenly

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After Jacking
Lock the jack
Disconnect pneumatic source from
jack

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