![]() ![]() Many aircraft have wing flaps, controlled by a switch or a mechanical lever or in some cases are fully automatic by computer control, which alter the shape of the wing for improved control at the slower speeds used for takeoff and landing. The most commonly-available control is a wheel or other device to control elevator trim, so that the pilot does not have to maintain constant backward or forward pressure to hold a specific pitch attitude (other types of trim, for rudder and ailerons, are common on larger aircraft but may also appear on smaller ones). 1: The A320’s flight-control system, and that of all later Airbus aircraft, has several different fly-by-wire flight-control modes.In some of these (direct law, alternate 1/2A/2B law), the pilots’ flight-control inputs in some or all control axes are simply passed straight through the computers unfiltered, with the computers parroting whatever the pilots ask of the aircraft without any of. This leads to a need for hydraulic power. Like the mechanical flight control system, it consists of rods, cables, pulleys, and sometimes chains. Hydro-Mechanical Flight Control System Due to increasing aircraft size and speed, mechanical flightcontrols were found inadequate. Such type of control is often used not only in older jets but high performance aircrafts as well. In addition to the primary flight controls for roll, pitch, and yaw, there are often secondary controls available to give the pilot finer control over flight or to ease the workload. The mechanical circuit, which links the cockpit controls with the hydraulic circuits. Hydro-Mechanical Flight Control System Due to increasing aircraft size and speed, mechanical flightcontrols were found inadequate. Even when an aircraft uses different kinds of surfaces, such as a V-tail/ruddervator, flaperons, or elevons, to avoid pilot confusion the aircraft will still normally be designed so that the yoke or stick controls pitch and roll in the conventional way, as will the rudder pedals for yaw. ![]()
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