11 Primary

section

Flight Controls

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 The material covered in this document is based off information obtained from
the original manufacturers Pilot and Maintenance manuals. It is to be used
for simulation purposes only.

Copyright 2012 by Angle of Attack Productions, LLC

All rights reserved

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Table of Contents Table of Illustrations
Primary Flight Controls Overview 3 Figure 11-1. Aircraft Movments 4
Basic Physics of Flt Ctrl Surfaces 5 Figure 11-2. Stabilizer Trim Cutout and Override Switches9
Elevator & Tab Ctrl Systems 6 Figure 11-3. Flight Controls Hydraulics 18
Stabilizer Trim 8 Figure 11-4. Flight Controls Cables 19
Ailerons and Aileron Trim 12 Figure 11-5. Flight Controls Panel 21
Flight Spoilers 15
Rudder and Rudder Trim 16
Components 20
Flight Controls Switch 20
Flight Spoilers Switch  20
Flight Control Low Pressure Light 20
Yaw Damper Switch and Warning Light 21
STBY Hydraulic Low Quantity & Low Press Lights  21
Flight Control Panel Warning Lights 22
Alternate Flaps Arm and Control Switches 22

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Primary Flight Controls Overview
An aircrafts attitude can be changed around three (3) The primary flight control surfaces and their direct effects
perpendicular axes that intersect at the Center of Gravity are:
(CG): Elevators (change in Pitch),
Lateral axis, Ailerons (change in Roll),
Longitudinal axis, Rudder (change in Yaw).
Vertical axis.

External forces (eg. Wind) may alter the desired flight path
thus creating the need for the aircraft to be maneuvered
back to the correct attitude through three (3) movements:
Pitch (around the Lateral axis),
Roll (around the Longitudinal axis),
Yaw (around the Vertical axis).

To achieve these movements around the aircrafts axes,

flight controls are employed. There are two (2) groups of
flight controls: Primary and Secondary. Secondary flight
controls are covered in the Secondary flight controls
lesson.

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 Pitch

Yaw

Roll

Figure 11-1. Aircraft Movments

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Basic Physics of Flt Ctrl Surfaces
An aircraft is free to rotate within the three axes and it will The 737NG has two (2) elevators, two (2) ailerons, one
always turn about its CG, or center of gravity. The tendency (1) rudder and eight (8) flight spoilers. We will now split this
to do this is known as a turning moment. A moment is equal lesson into Pitch, Roll and Yaw.
to the product of the force applied and the distance from
which the force is being applied. This is known as arm and it
is measured with reference to a defined datum.

Because the relationship between force and arm is

inversely proportional, the longer the distance from the
datum means the force has to be smaller to maintain
positive balance, and vice-versa.

The flight controls are designed to deflect airflow and

produce these forces that make the aircraft turn around its
axes. This is done by changing the angle of attack of the
control surface thus allowing for a change in lift.

EXAMPLE: When the control column is pulled back the

elevators are deflected upwards and due to the lower
angle of attack on the control surface, there is lesser lift
in the horizontal stabilizer causing it to go down and thus
bringing the aircraft nose up.

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Elevator & Tab Ctrl Systems
Elevators are movable surfaces attached to the rear spar
on the trailing edge of the horizontal stabilizer that control
the pitch attitude of the aircraft around its lateral axis. The
pilot moves the control column FWD or AFT to achieve
the desired change in attitude. Paired cables are used to
transmit pilot input into the respective interfaces and flight
control surfaces.
In order to provide system redundancy, each hydraulic
system A & B powers one of the two elevators on the
737NGX. Either hydraulic system may power both elevators
in case one of the two systems fails.
The basic principle is: The control column sends the pilots
inputs to the elevator power control unit (PCU) which is an
interface between the pilots mechanical input and a series
of hydraulic actuators on each elevator. These inputs are
also sent to the Flight Data Acquisition Unit (FDAU) for flight
data recording.
The autopilots have a separate series of actuators that
also give mechanical input to the elevator PCUs.
The right PCU gets hydraulic system B pressure and the left
PCU gets system A pressure. This means either hydraulic
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system may command both elevators in case one of the
two systems fails.
The PCUs ensure that the elevators may always be moved
under any condition. This means that even in the event of
a complete hydraulic failure, the cables and linkages allow
for manual operation of the elevators. This condition is
known as manual reversion.
In case one of the control columns becomes jammed,
elevator control is still achievable from the other control
column thanks to the Elevator Breakout Mechanism. This
provides added reliability and system redundancy.
At least 31lbs of additional force must be applied to use
the working control column while the other is jammed. In this
condition, when 100lbs of force are applied on the control
column, the elevator moves 4. In a total hydraulic failure
emergency situation, this amount of deflection is sufficient
for a safe landing flare.
The elevator PCUs also limit the amount of elevator travel.
When the horizontal stabilizer is neutral and there is no
input to the Mach Trim Actuator (which will be discussed
further along), the elevator is downrigged four degrees
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Elevator & Tab Ctrl Systems (Cont.)
(with reference to the stabilizer mean chord line).
From this position, the elevator can move 24.3 up and
18.1 down.
Each elevator has three balance panels with balance
weights in the forward side and a tab attached to the AFT
edge. The balance panels decrease the force necessary
to move the elevator in flight.
The elevator feel and centering unit is a computer that
gives variable control column forces as the airspeed
changes and the horizontal stabilizer moves. The elevator
feel computer receives input from:
Pitot Tubes through Pitot Ports
Hydraulic System A & B
Horizontal Stabilizer
Elevator Feel Shift Module (EFSM) This last mechanism
operates during a stall providing 850psi of hydraulic
system A pressure to the elevator feel system.
The elevator feel and centering also moves the elevators
to a neutral position when there is no input. When the
control column moves, a roller is moved causing springs to
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extend and provide a feel force. When the control column
is released, the roller moves to a detent and thus the
system moves to a neutral position.
At higher airspeeds, the elevator feel computer increases
the metered pressure to the control column feel system to
provide simulated aerodynamic forces when operating the
control columns. This feature is not available during manual
reversion.
The elevators also have a tab that varies to help reduce
the required elevator pitching moment. When the trailing
edge flaps are up, the elevator tab operates in balance
mode. The tab moves in a direction opposite to elevator
travel.
When the TE flaps are not up and there is hydraulic power,
the elevator tab operates in anti-balance mode. The tab
moves in the same direction of elevator travel.
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Stabilizer Trim
Most aircraft have little surfaces on the flight controls that
are utilized to hold the aircraft in its current attitude without
the pilot having to make excessive input on the control
systems. This process is known as trimming the aircraft,
and the 737NGX is trimmable in all three of the primary
flight controls. The pitch trim is controlled with a movable
horizontal stabilizer by either of three ways:
Manual Operation, with the Stabilizer Trim Wheels
Electric Operation, with the Stabilizer Trim Switches
Autopilot Operation, achieved electronically through a
Digital Flight Controls System (DFCS).
During Manual Operation, the pilots use stabilizer trim
wheels that are linked to a mechanism with a jackscrew.
When the jackscrew moves, the horizontal stabilizer moves.
Its good to know that under normal conditions, the
stabilizer trim is the only control surface on the 737NG
that is completely independent from the need of hydraulic
power. This also means that under certain flight conditions,
the effort required to manually operate the stabilizer trim
may be higher.
During Electric Operation, the pilots operate four stabilizer
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trim switches located on the outboard side of each control
wheel. These control electric input to the stabilizer trim
actuator that also moves a mechanism with a jackscrew.
Like we mentioned before, when the jackscrew moves, the
stabilizer moves. The system is made so that:
When the electric stabilizer switch is operated, the
horizontal stabilizer is moved and so are the stabilizer
trim wheels. In case the stabilizer is trimmed to the end of
its electric limits, additional trim is available through the
manual trim wheels.
Finally, during Autopilot Operation, the Digital Flight Control
System gives electric input to the stabilizer trim actuator,
however, this actuator operates at different speeds when
receiving autopilot input. Stabilizer position sensors feed
the DFCS: Sensor A sends information to the DCFS via the
Flight Control Computer (FCC) A, and similarly for sensor B.
There are various switches associated to stabilizer trim
operation:
Column Cutout Switches
Stabilizer Trim Override Switch
Stabilizer Trim Cutout Switches
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Stabilizer Trim (Cont.)
Flaps Up Switch
Stabilizer Trim Limit Switches

The Column Cutout Switches allow for the stabilizer trim

to stop in case the pilot electrically trims the stabilizer
opposite to elevator control input. STAB TRIM

The Stabilizer Trim Override Switch bypasses the column MAIN NORMAL AUTO
ELECT PILOT
cutout switch. The pilot uses this switch to operate the
electric trim if both column cutout switches fail.

The Stabilizer Trim Cutout Switches are used to stop the

stabilizer trim actuator if there is any uncommanded motion
of the trim actuator. CUT
OUT

The Flaps Up Switch determines trim speed relative to flap

position. When the flaps are up, low speed trim is engaged
Figure 11-2. Stabilizer Trim Cutout and Override Switches
at 0.2units per second. When flaps are not up, high speed
trim is engaged at 0.4units per second.

The Stabilizer Trim Limit Switches limit the range of stabilizer

travel. There are different limits for manual, autopilot, flaps
up or flaps down operation. There is also a takeoff warning
switch that alerts for incorrect stabilizer trim configuration
during takeoff. The cockpit STAB TRIM indicator has a

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Stabilizer Trim (Cont.)
green band to show the takeoff trim range.
The horizontal stabilizer movement lower and higher limits,
as well as the neutral position, are marked on the fuselage.
The limits are:
4.2 of stabilizer leading edge UP
12.9 of stabilizer leading edge DOWN
Its good to keep in mind that when the stabilizer moves UP
the aircraft nose moves DOWN, and vice-versa.
Weve mentioned the Mach Trim System a couple of times
during this lesson. This will be explained now.
Mach number is the relationship between the true airspeed
of an aircraft and speed of sound. If the Mach number
exceeds 1.000, the aircraft becomes Supersonic.
The 737NGX has a maximum cruising speed of Mach
0.780.
The Mach Trim system provides speed stability at Mach
numbers above 0.615. Elevators are adjusted relative
to stabilizer position as speed increases, subsequently
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changing the control column neutral position through the
elevator feel and centering unit. The Mach information is
obtained from the Air Data Inertial Reference Unit (ADIRU).
Another similar system in the 737NGX is the Speed Trim
System.
Like the Mach Trim system, the Speed Trim system also
provides speed stability, however, it is designed to return
the aircraft to a trimmed speed by trimming the stabilizer
opposite to the direction of speed change. This also
increases control column forces. Some conditions that have
to be met for speed trim operation are:
Low Gross Weight
AFT Center of Gravity
N1> 60%, or high power settings
Airspeed between 100 indicated knots (KIAS) and Mach
0.50
Autopilot Disengaged
Essentially when the speed trim system comes alive, it
requires the pilot to provide a significant amount of pull
force to reduce airspeed and significant amount of push
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Stabilizer Trim (Cont.)
force to increase airspeed. Notes

You can see that there are quite a few ways that the
elevator controls translate to direct and comfortable pilot
control. Although quite complex, this elevator system is
relativily simple compared to other aircraft flight controls
systems.

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Ailerons and Aileron Trim
Ailerons are movable surfaces on both wing outboard
trailing edges that control the flight attitude of the aircraft
about the longitudinal axis, more commonly known as
roll. The ailerons are coupled so that when one of them
moves down, the other moves up. There are three ways of
achieving roll control on the 737NG:
Manually, by moving either control wheel
Automatically, by autopilot input to move control wheels
with actuators
Through Flight Spoilers. (These will be discussed at a
further stage during this lesson)
During manual operation, the flight crew controls the
roll attitude with control wheels that are interlinked
mechanically in order to provide system redundancy. Just
like with the elevators, the ailerons are actuated through
pairs of cables that transmit force. Ailerons are also
operated via the Aileron Power Control Unit (PCU) that
acts as an interface between the pilots mechanical inputs
and a series of hydraulic actuators that move the ailerons
with wing cables.
The aileron PCUs ensure that the ailerons are movable
under any condition. Under normal operation, each
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hydraulic system controls a single aileron. In case of a
hydraulic system failure, the working system may control both
ailerons. In case of a total hydraulic failure, ailerons are
still controllable mechanically. This condition is known as
manual reversion.
The upper PCU gets hydraulic system B pressure and the
lower PCU gets hydraulic system A pressure. The PCUs also
limit aileron travel to 20 UP and 15 DOWN.
When pilots turn the control wheels, mechanical stops in the
aileron control wheel components keep the control wheel
movement limited to 107.5 left or right.
The aileron feel and centering move the ailerons to a
neutral position when there is no input. When the control
column moves, a roller is moved causing springs to extend
and provide a feel force. When the control column is
released, the roller moves to a detent and thus the system
moves to a neutral position.
The Captains control wheel directly transmits force input
to the aileron feel and centering unit whereas the First
Officers control wheel directly transmits force to the spoiler
mixer. The spoiler mixer is further discussed in the Secondary
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Ailerons and Aileron Trim (Cont.)
Flight Controls lesson. In case there is a failure or jam in
either control wheel, the Aileron Transfer Mechanism allows
for both control wheels to be able to make roll commands.
EXAMPLE: If the spoiler system is jammed, aileron roll control
may be achieved through the Captains control wheel,
however, the First Officers control wheel and the flight
spoilers would then be unusable. On the other hand, if one
control wheel cannot move, the mechanism allows the other
pilot to operate the other control wheel satisfactorily.
The ailerons also have a trim system that works similarly to
the elevator trim system, except that there is no trim wheel.
Instead, two (2) Aileron trim switches are located in the AFT
electronic panel and the aileron trim indicator is located
on the top of the aileron control wheel. The indication is in
units of trim, where each unit is equal to 6 of control wheel
rotation. The maximum trim available is 9.5 units or 57 of
control wheel rotation.
When the aileron trim is in operation, an actuator moves
the same aileron roller that we discussed before, causing
springs to extend. This gives input to the power control
units to move the ailerons and the control wheels are also
moved.
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Both aileron trim switches must be operated at the same
time to supply power to the trim actuator.
We saw before that the elevators and their systems were
virtually in a straight line from the control columns in the
cockpit. This is not the case with ailerons, where many of
the components are located away from the airplanes
fuselage. The very ailerons are located on the outboard
trailing edges of both wings. This requires complex
component linkages, which are achieved in the following
way:
The systems that run along the centerline are connected to
Aileron Body Quadrants near the forward bulkhead of the
main landing gear wheel well. Both body quadrants are
connected to each aileron PCU. If one hydraulic system is
OFF, the other PCU commands both quadrants.
The body quadrants are connected to the wing quadrants
through the wing cables so when a wing cable moves, it
moves the related wing quadrant and finally the respective
aileron.
Similarly to the elevators, there is an aileron tab that moves
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Ailerons and Aileron Trim (Cont.)
in a direction opposite to aileron movement to maintain Notes
positive balance.

EXAMPLE: When the control wheel is moved to the left, the

left aileron rises and the left aileron tab comes down. In the
opposite wing, the right aileron comes down and the right
aileron tab rises. This induces a noticeably higher angle
of attack in the right wing when compared to the left wing,
thus causing the right wing to go up and roll the aircraft
towards the left.

The ailerons also have balance panels and weights in

order to decrease the force necessary to move them
during flight.

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Flight Spoilers
Flight Spoilers are used to achieve significantly higher
rolling moments around the airplanes longitudinal axis.
These are a series of panels on the upper surface of each
wing that rise when extended thus creating an enormous
amount of drag. Flight spoilers are only meant to be an aid
to roll control, not the primary roll control method.
There are twelve (12) spoilers on each wing, numbered 1
to 12 from left to right. The most outboard and the most
inboard spoilers on each wing are ground spoilers. Only
the four (4) flight spoilers on each wing provide roll control.
During roll, when the control wheel turns left, the flight
spoilers on the left wing move up and in the right wing they
stay faired down.
Flight Spoiler panels on the 737NG have numerous
functions such as:
Aiding ailerons in achieving roll control,
Aileron trim,
Speedbrake operation during flight,
Speedbrake operation on ground during landing.
Similarly to ailerons, the flight crew uses the control
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wheels to control roll with spoilers. The control wheels
give mechanical input to the aileron Power Control Units
(PCUs) through the aileron feel and centering unit. From
here, the PCUs supply mechanical input to the flight spoiler
actuators that use hydraulic power to move the flight
spoilers.
The control wheels must be displaced more than 10 left or
right to actuate the respective set of flight spoilers.
System redundancy is provided in the following manner:
Each hydraulic system powers a specific set of flight
spoilers in such a way that there is no asymmetrical
deployment when there is a hydraulic system failure. One-
sided deployment of spoilers is also avoided with this
redundancy.
Although most of the aileron operation seems difficult to
understand and may need several reviews before it sinks
in, keep in mind that most of what you have learned here
will be transparent to you as the pilot flying. Having an
understanding of the background workings of these systems
may give you a greater appreciation for what goes on
behind the scenes, and what happens when things go
awry.
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Rudder and Rudder Trim
The rudder is a movable surface attached to the rear main rudder PCU malfunctions.
spar of the vertical stabilizer that provides Yaw control
of the aircraft around its vertical axis. The rudder may be There is no manual reversion available for rudder control,
operated by either of three ways: which means that if theoretically both normal hydraulic
Manually, with the rudder pedals, systems and the STBY hydraulic system were to fail, rudder
Manually, with the rudder trim, control would not be achievable. The probability of this
happening is negligible.
Through the Yaw Damper.
We mentioned earlier that elevators and ailerons had a
During manual operation, the pilot presses the pedals to
pair of PCUs to control them. During normal operation,
achieve movement in the respective direction.
only one main PCU powers the rudder. The original 737

was designed using one dual valve with input from both
EXAMPLE: When the right rudder pedal is pressed, the
hydraulic systems. This was partly responsible for a series of
rudder moves to the right of its neutral position thus
accidents associated to 737 rudder problems. In 2003,
creating a rightward turning moment and achieving yaw
the Rudder System Enhancement Program (RSEP) was
to the right. The same logic applies when the left rudder
introduced, where the original dual valve that received
pedals are pressed.
input from both hydraulic systems A & B was replaced by
one set of components and actuators for Hydraulic System
Similarly to the rest of the flight control surfaces weve
A, and an independent set of components and actuators
covered, rudder pedal movement inputs are linked to
for Hydraulic System B. In this lesson we will discuss the
control valves in the Rudder Power Control Unit (PCU) via
rudder system schematic with RSEP installed.
cables and linkages that also pass through the Rudder
Feel and Centering Unit. In the case of rudder control, the
Both hydraulic systems and the STBY hydraulic system have
pilot inputs are also linked to a STBY Rudder PCU that
separate control input mechanisms for the rudder PCU. All
provides backup and system redundancy in the event of
three of them have individual jam protection mechanisms.

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Rudder and Rudder Trim (Cont.)
When either system A or B is jammed or disconnected, the The rudder trim indicator shows the amount of rudder trim
main rudder PCU detects a pressure imbalance via the in units. Rudder authority is limited when airspeed is higher
Force Flight Monitor (FFM). It is important to understand this than 137 indicated knots (KIAS) in order to provide
because the FFM, after 5 seconds, automatically turns on protection after takeoff and before landing.
the STBY hydraulic pump, STBY rudder shutoff valve, and
pressurizes the STBY rudder PCU. Lights and annunciators
are displayed in the cockpit when this condition occurs.

The rudder has a maximum deflection of 29 left and 29

right.

The rudder feel and centering unit gives simulated feel to

the rudder pedals and centers the rudder and rudder trim
inputs in the rudder PCU. When a pilot presses his rudder
pedals, a roller is moved and springs are compressed
supplying feel force to the pedals. When the pedals are
released, the roller moves to a detent and the system
moves to a neutral position.

The rudder may also be operated manually through the

electric rudder trim control. This changes the rudder neutral
position. One of the two rudder trim switches inside the
single rudder trim control is connected to the Flight Data
Acquisition Unit (FDAU) to record rudder trim position.

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 www.flyaoamedia.com

A STBY
B
SYSTEM SYSTEM SYSTEM
RESERVOIR RESERVOIR RESERVOIR
1 2 3 4 5 6 7 8 9 10 11 12
FLAP
CONTROLS
AILERON
CONTROLS
Figure 11-3. Flight Controls Hydraulics

Primary Flight Controls

ELEVATOR
CONTROLS
RUDDER
CONTROLS

Rev 1.0 Apr 12

Page 11-18
 ELEVATOR

AILERON
RUDDER
PCUs

PCUs

PCUs

Figure 11-4. Flight Controls Cables

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Components
Weve had a look at different flight control surfaces and 1. ON Position: Is the normal operating position. Hydraulic
systems on the 737NG. Now, we will discuss two of the system pressure is on to the elevators, elevator feel
three primary main use components, which are: computer, ailerons and rudder.
Flight control cables, 2. OFF Position: Hydraulic system pressure is removed from
Flight control panel, the elevators, elevator feel computer, ailerons and rudder.
3. STBY RUD position: It has the same effect as the OFF
Flight control Hydraulic Modular Packages.
position, but instead turns on the STBY hydraulic pump and
pressurizes the STBY rudder PCU to achieve STBY Rudder
Flight Control cables are used to give mechanical input
control and STBY Yaw Damper.
to each Feel and Centering Unit, then to each Power
Control Unit (PCU). The feel and centering units provide
Flight Spoilers Switch
artificial feel forces to the controls and pedals, and also
Two switches (one for each hydraulic system) with two
sets them to neutral positions. The PCU is responsible for
positions- ON, OFF. 28V DC motors also power them.
directing hydraulic fluid in order to achieve control surface

movement. Both these components were discussed in the
1. ON position: Is the normal operating position. Hydraulic
respective sections of this lesson.
system pressure is on to the flight spoilers.
2. OFF position: Removes hydraulic system pressure from the
The flight control panel (located in the FWD Overhead
flight spoilers.
panel) has a series of hydraulic control switches and
caution lights for the flight control systems. These are: Flight Control Low Pressure Light
The low pressure warning switch gives an amber light
Flight Controls Switch
indication when there is low hydraulic system A or B
Two switches (one for each hydraulic system) with three
pressure to the flight control system. The low pressure light
positions- ON, OFF, STBY RUD. The flight controls shutoff
only operates when the flight control switch is in the ON or
valve is powered by a 28V DC motor.
OFF position. When the switch is in the STBY RUD position,

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Components (Cont.)
the STBY rudder shutoff valve controls the low pressure light
through the valve position relay.

The low pressure light comes on when system pressure is less

than 1300psi.

When the low pressure light comes on, there is a master

CAUTION and also the FLT CONT annunciator comes up.

Yaw Damper Switch and Warning Light

One switch with two positions- OFF, ON.

1. ON position: Engages either the main yaw damper

to main rudder if the B flight control switch is in the ON
position, or the STBY yaw damper to the STBY rudder PCU
if both the A & B flight control switches are in the STBY RUD
position.

2. OFF position: disengages Yaw Damper.

The Yaw Damper warning light comes on when the system is

disengaged.

Figure 11-5. Flight Controls Panel

STBY Hydraulic Low Quantity & Low Press Lights

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Components (Cont.)
The STBY hydraulic low quantity light comes on when:
1. STBY system reservoir hydraulic fluid quantity decreases
below 50% of its normal quantity.
4. Mach Trim Fail Light: Comes on when the mach trim
function in the flight control computers (FCCs) becomes
unavailable.

The STBY low pressure light comes on when: Alternate Flaps Arm and Control Switches
This series of control switches is discussed in the Secondary
2. STBY system output pressure from the STBY electric Flight Controls lesson.
pump decreases below limits.

Flight Control Panel Warning Lights

There are certain warning lights that illuminate when
unwanted flight control conditions exist:

1. Feel Differential Pressure Light: Comes on when there

is a 25% difference between the system A and system B
metered output pressures in the elevator feel computer for
more than 30 seconds.

2. Autoslat Fail Light: Comes on when the autoslat function

becomes unavailable.

3. Speed Trim Fail Light: Comes on when the speed trim

function in the flight control computers (FCCs) becomes
unavailable.

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