• Lateral
• Pitch about the lateral axis

• Longitudinal
• Roll about the longitudinal axis

• Vertical
• Yaw about the vertical axis

• Aileron are attached to the outboard trailing edge of each wing
• Ailerons are connected by cables, pulleys and bellcranks to a control wheel (yoke) or control stick
• In order to control de ailerons you need to move the yoke to the left ⬅️  or to the right ➡️

• Ailerons moves in the opposite direction from each other changing the pressure of the airflow around the airfoil

• Adverse yaw occur in a right or left roll
• As depicted, in a left turn, the upper wing increase lift and also increase drag, creating an opposite yaw from the direction of the roll
• Pilot must apply rudder pressure to counter for the adverse yaw
• Adverse yaw increase at lower airspeed because of the decrease of effectiveness of the vertical stabilizer and rudder

• Aileron that moves downward does not move as much as the aileron that moves upward
• This helps increase drag on the descending wing, compensating the drag and eliminating almost the adverse yaw
• In the TCDS Type Certificate Data Sheet we can find the degrees of difference between ailerons

• When rudder and ailerons moves together to the same side

• The aileron that is being raised, pivot on an offset hinge. This projects the leading edge of the aileron into the airflow and creates drag.

• Is a mix between flaps and ailerons.
• In addition to controlling the bank angle of an aircraft like conventional ailerons, flaperons can be lowered together to function much the same as a dedicated set of flaps.
• The pilot retains separate controls for ailerons and flaps.

• Is located on the trailing edge of the horizontal stabilizer
• Elevator is also connected with the yoke by cables and pullys

• In order to control de elevator you need to push ⬇️  or pull ⬆️  the yoke

• In a T-tail configuration, the elevator is above most of the effects of downwash from the propeller, as well as airflow around the fuselage and/or wings during normal flight conditions
• When flying a very high AOA with a low airspeed and an aft CG, the T-tail aircraft may be more susceptible to a deep stall
• The wake of the wing influence on the tail surface and make it almost ineffective.

• When the control column is pulled back, it raises the stabilator’s trailing edge, pulling the nose of the aircraft. Pushing the control column forward lowers the trailing edge of the stabilator and pitches the nose of the aircraft down.

• Because stabilators pivot around a central hinge point, they are extremely sensitive to control inputs and aerodynamic loads. Antiservo tabs are incorporated on the trailing edge to decrease sensitivity = no pilot overcontrol.

• The difference is that the canard actually creates lift and holds the nose up, as opposed to the aft-tail design which exerts downward force on the tail to prevent the nose from rotating downward.

• The rudder is located on the trailing edge of the vertical stabilizer
• Rudder is also connected with the yoke by cables and pullys

• The V-tail design utilizes two slanted tail surfaces to perform the same functions as the surfaces of a conventional elevator and rudder configuration.
• The fixed surfaces act as both horizontal and vertical stabilizers.
• These ruddervators are connected through a special linkage that allows the control wheel to move both surfaces simultaneously. On the other hand, displacement of the rudder pedals moves the surfaces differentially, thereby providing directional control.

• Fowler flap and Slotted fowler flap change the camber and increase surface area, creating a lot of lift without producing tons of induce drag

• Single-Slot type
• Electrical Power
• Max deflection of 30°
• The circuit is protected by a 15 ampere circuit breaker

• Spoilers are deplyed from the wings to spoil the smooth airflow, reducing lift and increasing drag.
• On gliders are most often used to control rate of decent for accurate landings
• On large aircraft help slow down and reduce ground roll by transfer weight to the wheel, increasing braking efficiency
• On large aircraft are also used to control adverse yaw

Balance Tabs

• Automatically move opposite the control input, to automatically relieve some of the pressure required to be held by the pilot.

Antiservo Taps

• Works the same way as the Balance Tap but is usually located on stabilators

Ground Adjustable Taps

• Can be adjust from the ground by trial and error to stop the aircraft skidding to the left or right.

Adjustable Stabilizer

• Rather than using a movable tab on the trailing edge of the elevator, some aircraft have an adjustable stabilizer. With this arrangement, linkages pivot the horizontal stabilizer about its rear spar. This is accomplished by the use of a jackscrew mounted on the leading edge of the stabilator.
• (The reason of multiple fatal accidents in 737 MAX) Maneuvering Characteristics Augmentation System (MCAS): Improve aircraft handling characteristics and decrease pitch-up tendency at elevated angles of attack

Boeing

The Maneuvering Characteristics Augmentation System (MCAS) flight control law was designed and certified for the 737 MAX to enhance the pitch stability of the airplane - so that it feels and flies like other 737s. MCAS is designed to activate in manual flight, with the airplane's flaps up, at an elevated Angle of Attack (AOA).



www.boeing.com

Autopilot is an automatic flight control system that keeps an aircraft in level flight or on a set course. It can be directed by the pilot, or it may be coupled to a radio navigation signal.

• The simplest systems use gyroscopic attitude indicators and magnetic compasses to control servos connected to the flight control system.
• The number and location of these servos depends on the complexity of the system. A three- axis autopilot controls the aircraft about the longitudinal, lateral, and vertical axes.