Evolution of Powered Aircraft Flight Controls

Tom Greetham

Evolution of Powered Flight Controls February 10, 2012 1

Agenda
1. Introduction 2. Flight Control Basics 3. Un-powered Flight Controls 4. Powered Flight Controls 5. Stability Augmentation 6. Aircraft Control System Examples 7. Fly By Wire 8. Power By Wire 9. Aircraft Business Trends 10. Related SAE Publications
Evolution of Powered Flight Controls February 10, 2012 2

Who Is This Guy?

Tom Greetham Ohio State University, B.S.M.E. 1981 & M.S.M.E 1982 Moog Inc., Aircraft Group Engineering Manager, Military Actuation Flight Control Actuation Experience
B-2 Flight Control Actuation System (Simulation, System Verification Testing) LCA (Light Combat Aircraft) Indian Airforce V-22 Tilt Rotor Aircraft Bombardier Challenger 300 Mid-size Business Jet

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Moog Inc.
Moog Is a Worldwide Manufacture of Motion Control Components and Systems for Industrial, Medical and Aerospace Applications Moogs Aircraft Group Is the Companys Largest Business Segment and Is a Leading Manufacture of Aircraft Control Components and Systems, Mostly for Flight Control Applications
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What Are Aircraft Flight Controls?

Flight Controls (on Fixed Wing Aircraft) Are the Control Surfaces and the Systems that Move Them to Control the Aircraft Attitude
Pitch (a.k.a. Longitudinal) Roll (a.k.a. Lateral) Yaw (a.k.a. Directional)

yaw axis
aileron
elevator

rudder
elevator

pitch axis

flap

control column

rudder pedals

flap aileron

roll axis
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What Are Powered Flight Controls?

Powered Flight Controls Have Actuators that Provide Significant Force Augmentation to the Pilot to Move the Control Surfaces Increasingly Necessary for Larger Aircraft and/or those Flying at Higher Airspeeds

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Flight Control Technology Chronology

Entered Service Technology Un-Powered Powered Boost 3000 psi Hydraulics Auto Pilots Fully Powered, with Reversion Fully Powered, without Reversion Fly-By-Wire Digital Fly-by-Wire 5000 psi Hydraulics Power-By-Wire
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Military 1910s 1940s 1940s 1950s 1950s 1950s (B-47) 1970s (F-16) 1970s 1990s (V-22) ~2006 (F-35)

Commercial 1920s 1940s 1950s 1950s 1960s (Boeing 727) 1970 (Boeing 747) 1980s (A-320) 1980s (A-320) ~2005 (A-380) ~2005 (A-380)

Flight Control Design Drivers

Safety, Safety, SAFETY
Design for <10-9 Critical Failures per Flight Hour (Thats one failure per billion hours) Redundancy Conservative Design Philosophies Resist Deviating from What Is Known to Work More Prevalent in Commercial Aviation Than in Military

Reliability
Minimize Complexity to Minimize Maintenance Actions (at Odds With Redundancy Above)

Minimum Weight
Cost-to-Weight Trade-off: Commercial: ~$1000 per pound per aircraft (updated) Military: ~$2,000-$10,000 per pound per aircraft (8 Year Old Data)

Cost
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Un-Powered Flight Controls

Pitch Up Command Control Column

Manual
Trailing Edge Up Result

Horizontal Tail Pitch Up Command

Control Column

Elevator

Servotabs

Trailing Edge Up Result

Elevator Horizontal Tail

Servotab

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Simple Hydromechanical Servoactuator

Power Provided by High Pressure Hydraulic Fluid Similar to an Automobile Power Steering System
Pilot Input

Ps

Hydromechanical Servoactuator Control Surface

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Powered Boost
Hydraulic Servoactuated Surface Control (Servotab Locked) Force Feedback to Pilot
Force Proportional to Actuator Load is Applied to Valve Input Link so that Pilot Feels Surface Loads If Hydraulics Fail Actuator Output and Surface Released to Move Freely Pilot Input Moves Unlocked Servotab
'Boost' Servoactuator (Moving-Body with Pressure Feedback and Tab Lock)

Mechanical Reversion Mode

Elevator Horizontal Tail

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Servotab

Fully Powered Flight Controls With Reversion Mode

Mechanical Reversion Mode
Actuator Reverts to Bypass Mode Servotab Unlocked to Fly the Surface

Pilot Feel Provided by Hydromechanical Feel and Trim System

'Irreversible' Servoactuator (Dual-Tandem, Fixed-Body with or without Tab Lock)

Feel/Trim Servotab

Elevator Horizontal Tail

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Fully Powered Flight Controls, No Reversion Mode

No Mechanical Reversion Mode
Control Forces Too High For Pilot to Move Surface Sufficiently to Control Flight Failures Covered by Redundant Actuators or Surfaces and Redundant Hydraulic Systems (More On That Later)

Pilot Feel Provided by Hydromechanical Feel and Trim System

Xp
Control Column
Ps R

Feel and Trim

Xs = Xp
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Hydromechanical Servoactuator Control Surface

Xs

Autopilots
Autopilot Actuators Fly the Pilot Input Linkage and Control Column Via Commands from an Autopilot Computer Pilots Can Overpower Runaway (Failed) Autopilot Autopilot and Feel Systems Provide Pilot Visual and Tactile Feedback, Features Otherwise Lost by Powered Flight Controls

Xp
Control Column

Xa

Autopilot

'FBW' Autopilot Servoactuator

Ps R

Feel and Trim

Xs = Xp = Xa
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Hydromechanical Servoactuator Control Surface

Xs

Stability and Control Augmentation

Inputs from Sensors and a Fight Control Computer Are Summed With Pilot or Autopilot Inputs to Improve the Aircraft Stability and Handling Qualities Unlike Autopilot Inputs, Stability and Control Inputs Do Not Move the Pilots Control Column
Xp
Control Column PFCS

Xd
'FBW' Series Damper Servoactuator Feel and Trim

Aircraft Sensors

Ps

Xs = Xp + Xd
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Xs
Hydromechanical Servoactuator Control Surface

Boeing 757 Elevator Control System

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F-111 Pitch and Roll Control System

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F-15 Pitch-Roll Control Assembly (A.K.A. Hydraulic Television Set)

70 lbs

16

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Fly-By-Wire
Mechanical Links Between the Pilot Controls and Surface Actuators Are Replaced by Electronics This Offers a Significant Weight Savings Over Hydromechanical Systems Requires Sophisticated Failure Management Techniques Early Fly-By-Wire Aircraft Used All Analog Electronics
Autopilot Airbus & Boeing Boeing only Control Column Autopilot Acts Feel and Trim LVDT Transducers Control Surface
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Aircraft Sensors PFC Loop Closure Circuitry Electrohydraulic Servovalve (EHV) Ps R Xs

Xp

Fly-By-Wire Actuators
Actuator Position Control Loop Implemented With Electronics, Rather than Linkages
Actuator Motion Determined by an Electronically Controlled Servovalve Actuator Position Feedback Provided Electronically by a LVDT Position Transducer

Bypass Valve Allows Surface to Be Controlled Freely by Another Actuator Servovalve In Case of Failure
Commands
EHV Servovalve Solenoid-Oerated Pilot Valve (SOV)

Ps R Bypass Valve

LVDT
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Digital Fly-By-Wire
First Generation Fly-By-Wire Electronics Were Analog
Uncertain Reliability and Failure Modes of Digital Processors

Industry Has Transitioned to Digital Control Electronics

System Complexity Growing Exponentially Reliability of a Single DSP (Digital Signal Processor) Predicted to Be Better than that of Accumulated Analog Components Maturing DSP Failure Management Many of the Typical Early System Changes Are More Easily Made In Software Without Requiring Hardware Changes
However, Software Changes Still Come at a High Price

Commercial Aircraft Use Digital Flight Control Electronics, but Often Use Analog Reversion Modes
Example of Conservative Design Philosophy
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FBW Primary Surface Actuator Schematic (With Damped Fail-Safe Mode)

Active Mode Actuator motion responds to electrical commands to servovalve (EHSV) Damped Mode Cylinder chambers connected together through an orifice Actuator moves with external forces Damping suppresses flutter Compensator provides emergency fluid Typical Components Inlet Filter (Screen) Inlet check valve Servovalve with LVDT Mode Select Valve Damping Solenoid Valve Piston & Cylinder with LVDT Compensator with Manual Release Load Relief Valves Pressure Transducers (Optional)
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Note: Solenoid Shown Enegized
Inlet Filter
Manual Test Valve

Damping SOV (single coil)

LVDT

Compensator / Indicator & Relief Valve

EHSV

Mode Select Valve (Active, Damped)

AntiCavatition

Absolute Pressure Transducers

Load Relief Valve

Aileron Balanced Actuator

LVDT

FBW Spoiler Surface Actuator Schematic

Active Mode Actuator motion responds to electrical commands to servovalve (EHSV) Fail-Safe Mode EHSV biased to drive actuator to retract (surface moves down) Loss of hydraulic Power Hold-down check valve prevents actuator from extending (surface upfloat) Hold-down check valve allows surface to freely retract (surface down) Typical Components Inlet Filter (Screen) Inlet check valve Servovalve with LVDT Anti-Extend Valve With Manual Release Piston & Cylinder with LVDT Load Relief Valve
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F-18 E/F Horizontal Tail Dual Tandem Actuator

Quad, Direct-Drive, Dual Tandem Shutoff Valve
QUAD LVDT

Quad, Rotary-Linear, Dual Tandem Direct-Drive-Valve

1 2 3 4 Inlet Check Valve Ps2 Inlet Screen Restrictor/Check Valves for Neutral Lock Fail Safe Mode R2 Return Line Compensator

Ps1 Inlet Screen Inlet Check Valve

R1 Two-Position Bypass Valve Logic Piston

Three-Position Mode Select Valve Anti-Cavitation Valves

QUAD LVDT

Partially-Balanced, Dual-Tandem Actuator

Dual Hydraulic Supplies Feed Separate but Connected Pistons Quad Redundant Electrical Channels Quad Servovalve and Shutoff Valve Coils Quad Servovalve and Ram Position Transducers (LVDTs) Direct Drive Servovalve

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Relaxed Stability Aircraft

Trim Force C.G.

Center of Lift

C.G. Always Located Forward of Center of Lift for Positive Stability Modern Fly-By-wire Aircraft Are Designed With Reduced Distance Between the Center of Gravity (C.G.) and Center of Lift
Requires Smaller Surfaces and Forces Reduced Weight and Cost Requires Lower Trim Loads (Less Drag) Reduces Aerodynamic Airframe Stability (Less Tendency to Fly Straight) Requires More Control Loop Augmentation Active Damping for Example Higher Dynamic Response

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System Pressure
When Hydraulics Were Introduced to Aircraft in the 1930s and 40s They Operated at ~1,500 psi In the 1950s 3000 psi Became the Standard Increasing System Pressure Enables Higher Actuator Forces and/or Smaller Sizes
Smaller Actuators Demand Lower Flow Rates Lower Flow Rates Enable Smaller Tubing and Pumps; Thus Reduced Weight

But Higher Pressures:

Increase Hydraulic Component Fatigue Stresses Decreased Actuator Dynamic Stiffness, Because Actuators Are Smaller, Increasing Control Surface "Flutter" Vulnerability
Flutter Is an Aeroelastic Phenomenon In Which a Control Surface Becomes Violently Unstable If Not Restrained Adequately
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Power-By-Wire
Traditionally, Hydraulics Has Been the Technology of Choice for Powered Flight Controls
High Power Capability High Reliability Compact Components Distribution (Long Hydraulic Lines) Provides Natural Cooling Reliable Fail-Safe Modes

Advances In Electronics and Magnetics Has Made Electric Actuators Become More Attractive
Magnets and Magnetic Materials Electronics Reliability Computer Power

Electric Actuation Offers Some Advantages Over Centralized Hydraulics

Fewer Leaks Can Remove Components Without Breaking Into Hydraulic Lines Easier To Physically Separate Redundant Electrical Systems than Hydraulic Systems
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Electrohydrostatic Actuators (EHAs)

Actuator is an Electrically Powered Self Contained Hydraulic System No External Hydraulic Connections Actuator Motion Proportional to Motor/Pump Rotation Adding a Bypass Valve Across the Ram Piston Provides a Reliable FailSafe Mode
Motor Controller

Velocity Command

Variable Speed Motor

Fixed Displacement Pump

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Tandem Electrohydrostatic Actuator and Power Control Electronics

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Business Trends
Aircraft Builders Increasingly Are Subcontracting Larger Systems to Other Companies
Shifts Risks and Costs from Airframers to Suppliers
Fun and Headaches, Too

Examples:
B-2 Flight Control Actuation System (Moog) Boeing 777 Flight Control Actuation System (Teijin Seiki) F-35 Flight Control Actuation System (Moog/Parker Hannifin) Boeing 787 Flight Control Actuation System

In Commercial Aviation Pressure to Reduce Costs has Become Brutal Consolidation of Industry
More Teaming Arrangements On New Aircraft
Cost and Risk Sharing

Acquisitions
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Related SAE Publications

Books
Raymond, E.T., C.C. Chenoweth, Aircraft Flight Control Actuation System Design

Documents
ARP1281D: General Specification For Power Operated Hydraulic Flight Control Actuators ARP490F: Electrohydraulic Servovalves ARP4493A: Direct Drive Servovalves AS94900 : Aerospace - General Specification for Flight Control Systems Design, Installation and Test of Piloted Military Aircraft ARP4386C : Terminology and Definitions for Aerospace Fluid Power, Actuation and Control Technologies ARP5007 : Development Process - Aerospace Fly-By-Wire Actuation System AIR4253A: Description of Actuation Systems for Aircraft With Fly-By-Wire Flight Control Systems

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