fl.,//3-{z/o0 ARROW 2 FLYING CONTROTS SYSTEM REPORT NO. 72ISYSTEMS ts/28 JUNE I957 This brochure is intended to provide an accur- ate description of the systern(s) or service(s) for purposes of the Arrow 2 Mock-up Confer- ence, and is not to be considered binding with respect to changes ra,hich rnay occur subsequent to th.e date of pr-rblication. tECR,ET \, COMPITED BY )//twu*1, t vfro llfr MATTON ENGINHERING DIVISION cfriFr ttfittrfo ONTARIO APPROVED BY CHAPTER PARA 1. Z, 2.1 z.z 2.3 2.4 3. i 3.2 4.1 4.2 4.3 4.4 4.5 4.6 4.7 4.8 4q 4. r0 4. tr 4.12 4. t3 4.14 4. l5 4^ L6 Appendix Appendix Appendi.x TABLE Or. CONTENTS TITLE Introduc ti.on Design Objectives General Elevator Systern Aileron Systern Rudder Systern Modes of Control Electrical Mode Ernergency Mode Detailed Description Hydrauli.cs Control Colurnn Rudder Pedals Tension Regulators Under Cockpit Aileron Tension Regulator - Inner Bob Weight Stick Force Transducer Cable Systern Rear Fuseiage Quadrants FeeI and Trirn Units Parallel Servos Differential Servos Actuator Valve s Control Surface Actuators Floor Itring SECRET PAGE I 5 5 7 8 8 9 ZZ ZZ Z3 2.4 Z4 z6 27 Z7 28 31 33 37 39 40 A1't1 44 46 4B 69 73 2 4. 9 i8 II Mechanical Connections Between Jacks and Control Surfaces Control Surface s III Equiprnent Lj.st 1 ,-l ( FIGURE I Z 3 4 4A 5 5A 6 6A 7 8 9 10 1t tz -t3 1A1.t l5 r6 L7 I; I9 LIST OF ILLUSTRATIONS Schernatic Flying Controls Elevator Elock Diagrarn Rudc-rer and Aileron Block Diagrarn Elevator Systern Data Elevator System Data Aileron Systern Data Aileron Systern Data Rudder Systern Data Rudder Systern Data Control Colurnn Rudder Pedals Arrangernent Flying Controls Front Fuselage InstalLation of Parallel Servos Elevator: Ja cit As sernbly Characteristics of Elevator Auto' Trirn Aileron Jack Assernbly Rudder Feel $ystern and Quadrant Assernbly in Rudiler Jack Assernbiy Elewa-tor Jack Aileron Jacir Rudder Jack Fin SECRET PAGE 74 75 76 77 78 7g i0 ;l az 83 a;1 85 a5 bg .9 90 91 Q? 93 9r', 95 96Tension Regulator Quadrant Front Fuselage 11 TIGURE ZO zl Z2 z3 Z4 Z5 Z6 Z7 Z8 )q 30 31 LIST OF ILLUSTRATIONS (Cont'd) TITLE Tension R"egulator Quadrant - Inner Wing Feel and Trirn Unit Elevator Feel and Trirn Unit Aileron Elevator Hinge Monrent Curve Aileron Hinge Mornent Curve Rr:,:icl,er FIinge Mornent Curve Rudder Feel Characteristic s Rudder Deflection - Col:rpressible Dynarnic Pressure Curve of Tirne Required to Warrn Hydraulic Fluid Stick Force Transducer Aileron Daturn Adjuster Cr.:rve of N{axirnurn Available Trirn vs. Cornpressible Dynarnic Pre s sure SECRE T PAGE 97 98 99 i00 101 r0z 103 104 i05 106 r07 108 t 111 SECRET Ei&ffi-WA vfr 0 NEfrOW1 t; 8 0 n /fi t fr t f I I /,ff / lf 0 { !I \fr [ntroducticr. 1.1 1,l,l rt) 1.1.J i. z 13 A fully powered flying control systern has been selected for the Arrow 2 becausel It appears to be the or:ly practical solution to the operation of such large chord, highl-v loaded control surfaces as are ern- ployed on the airplane ' AJ1y reversible type of systern would require that the control surfaces be rnass balanced, and in r.ielv o{ the large chord surfaces used this would involr'e a p-:';i:ibitive 'weight penalty" Aly type of aerodynarnicaliy assistecr ccntrol sYstern erl-}ploy- ing gea::ed tabs, etc.. rs ruled out because of the unpredictable and varrable nature of srrpersonic airflorv as far aft on lhe wing chord, Having chosen a fullv powered Contl'o. sr'stein:i"t is ne.essary thar a standard of relrability comparaLle, to a mechanicai svs- tem be achier..ed. To this end, a s:\isLern e:npioyi.ng a rnilrirrrrtrn nurnber of actuators l:aving rrrax. reliabilit;" }.as been selected, and. cornplete duplication of pow.er sYstes'lls has been provided for " An h-vdrauli.c po..ver systern has been selected because oi i,ts reliability, actuator cornpactness, sYstem response' and per* forrnance under extrerne environrnental pressure and ternper: - ature conditions" (Ref P/svsterns lzs, aescription o{ Fiying Control Hydraulic SYstern). --f i \ STCRET tyfr0 A/ttlt{t l/it/tto i.1 r5 1.5.1 1" 5. l" I I yfl g i fr fr 0 w Because of the ia.r-ge po',\'er i:equirclrerts {or control of lie air- c::aft the hyd;'ar.rlic power rs derived frorn engine drir.en;urnps. or-re half of each fiving co:rtro1 hycirar:1ic systern being dri-".en fror:r each engir-re. This arrangernent provides for full c;::iro1 forces at reduced rnax" rate of rnovernent cluri.ng single engine operation, and thereby permits complere control during :i,e rnost extrerne asyntrrt€t::ic thrust conditions. Ti:e airplane has t.*,o fundarnental rr-iodes for control, E::-rer- gejlc\r h{ooe ana Eiectrrcai Mode The Electrrcal Mcde utilizes variou.s contril inputs to the aarnper circuits ti-- operaie the co::rmatid (paral1e1) servcs in the case of eLevatcr and aileron. Tiiese servos ooerate the surface actuaicr conir:ol valves ti:rough :-r":echar:1131 liiilar.cc'i'..- rudCer ls controlted bv turr-:. co-orclinallon sigi:r1s p:'oduced witnin the rarxper circuits an.j. fed io tr.e iiifferential sei\ro rnc,-::tei on the rudder* ar t1:a1,,: . :lhe control i-nputs a'.,'allable are dil'iceo into three grc..tps; piiot ir;p::is. autor:latic flight inpuls and prlot assist- inp:its For piiot strck i.rrputs. stick {orce per trC;rr feel:-: Dro',,ideci e:rcept for special caser such as iar,Cing and t;ke-ofi..r.]rere position;l feel is pro',,ided The r:-iechariciaL r::ethod of contrcl fcr ele'"'ator and aileio:r is an entergency n-rode primarilv for use in the eveat of a failure of the electrical rnode. This rnode utilizes a conventional cable --f i"5.2t Z 1yF0 t/ntfrtf t t/af /I(0 Ayn0 ififr0w and a rnechani(:a1 linkage systern to conirol the surface actuator control valves. In this rnode,feel and trirn are provided by - t positional feel springs. Rudder turn co-ordination is provided in ernergency rnode through the ernergency darnper. 1.5.2. 1 A mechanicaL rudder systern is incorporated to perrnit the pilot tI to make unco-c,rdinated turns. This system is hinge rnornent lirnited by a feel spring having a spring rate variable with qc in order to protect structure. This systern also pror,'ides a rnethod of control in the event of a double yaw darnper failure. 1.5.3 A norrnal darnping systern is provided to give stability augrnent- -_..4 ation about all three axes. In addition,an ernergency darnping system is provided whi.ch gives stability autrnentation in yaw only. This ernergency systern is irrade necessary by the rnar - ginal stahiiity cf the aircraft Ln yaw" Turn co-ordination is incorporated into both norrnal and ernergency darnping systerns. A differential ser\ro is inserted into the linkage for each control surface. These servos are capable of rnoving the control su:-- faces independenlly of cr:rnrnand inputs. In the aileron and elevator systerns feed -back fron: tiie differenti.rl servo tc the slick is prevented by tiie paral1e1 .-:ervos - In the rudder systeirt, i since no paraliel servo exists, the spring feel unit is utilized to react differenti.al servo feed-back. 1.5.4 Safety devices are incorporated which will cause the roll or pitch axis d.arnper to disengage independently if ro11 rate norrnal SICRET M SrcRrT M1ylo t/frt9,f I I/ttr/r{o YfrO AfrfrOW acceleration or acceleration in pitch threaten to produce exces- .i sive loading on the aircraft. If the safety rnargin in yaw is approached, the cornplete normal darnping systern is disengaged leaving the aircraft in rnechanical control for pitch and ro11 with ernergency turn co-ordination a:ld darnping in the yaw axis" ./' f This arrangernent is used since the yaw case is the rnostcritical and yaw lirnits rnay possibly be exceeded by pitch or ro11 darnper rnalfunction due to cross coupli.ng effects, 1,5.5 Speed Brakes are provided on the aircraft and are operated ryran- ual1y by a selector switch which controls two hydraulic jacks. In the interest of reliability of the Flying Control Systern, the brakes are powered by the Utility Hydraulic Systern" More detailed inforrnation on the Speed Brakes is given tn 7Zl 5ys- terns 19126. I " 5. 6 Brochure Layout -^-{r { t l'he flyrng controls are subsequentLy described in greater detail under the following headings:- Z" Design Objectives 3. Modes of Control and Auto Stabilize:: 4" De+"ailed Description o{ Systern 5. Appendix I Quotes frorn Military Specifications 6. Appendix Z Deviations frorn Military Specifications 7. Appendix 3 Drawing Nurnbers of significant cornponents 4 SECRET Mtt't0 A/ttttf , t/i,t/rf o t yfr 0 n fr fr g w i \ Z, D-esign Obj:cti.v-: z.l z. 1. I Z,I.Z Z" T"3 .7.1.4 Gene ra1 'Io provioe a fu1lr power operated systern for the operation of the prir:'ralry control surfaces, consisting of elevator, aileron and rudder. To provitie a prirnary electrical systern of controlling the sur- face actuators which will give suitable response and electric stick Iee1. Such a systenr is to be capable of accepting cornrnand inputs irorn an electronic fire control systern or other el.:ctronic Auto Flight Control Systerns. To provide an additional systern of controlling the surface actu- ators b-v utiiizing a conventional rneciianical input s.r,stern in aI1 axes and s:,n-rple ai'tificial feel installation, which is to pror.ide adequate stick forr"e per ur:it stick displacement and stick force per rrGrr relationship. To provide that switchov..':- to the ernergency syste;':-r be auto- rnatic in the event of any failure of the electricai systern which causes a dangerous build-rp of load factors. Switchins frorn on.: rnode to ar-:other should not result in sudden change:, in contro"l forces, To provide, in the case of the mechanical rudder input syster:t, a feel. systern which will prevent the pilot- frorn inadvertently applying large rudder deflections at high equivalent air speeds. To achieve a very high degree of reliability of the prirnary flying 1l 2. t.5 ^f 5 SECRET Mt fE t t,'8 t84rI /Jtr/I{o AYfrO AfrfrOW control systern by utiiizinE a cornpletely independent, duplicated hydraulic power systern, and by duplicating the input systern as outlined tnZ"I. l and 2"L.2 and also 2.L.3" To provide a control systern which will give fu11 rate operation at a soaked temperature of 0oF and lirnited performance at -Z0oF. The systern is to be cap;rb1e of being rapidly warrned up frorn -65oF to operating ternperature by pilot's input to the control systern with the purnps running. See Fig" ZB {or graph of tirne required to warrn-up . To restrict norninal operating ternperature to a rnaxirnurn of z50oF, and local hotspots to z75or', by the use of heat exchangers in the hydraulic ci::cui.ts (ref : 7Z/Systern s 32/25 to perrnit the use of proven seaLing nleihods and rnaterials in the construction of the actiiators - To provide cable systern tension regulation, by the use of rnech- anical tension regulators, to cornpensate for the ef{ects of tern- perature changes and structural deflections. To provide a norrnal Carnpi.ng syste-r:r capable of fulfilling the stability augrlentatio:: requlrrirnents of the aircraft. To provi.de an etnergency darrrping systern capable of producing satisfactory stability augrnentation in yaw which wi1.l eneage autornatically in the event of norrnai darnping systern failure, To provide turn co-ordination circuits within both the errrer- gency and norrnal darnping systerns to rnini.rnize sid.eslip in rnanoeuvres, ^f- 1{ { \, 2.1.6 z. 1.7 2.1.8 2.1.9 z. r.l0 2.1. tt SEC RET MIti0 ItM,tr ItA,t/Ito t yfr 0 A fr E I W 2.1. lZ To provide for unco-ordinated manoeur.res at option o: pi1ot. z. r.13 To provide a prirnary flying control systern capable oi super- irnposing inputs frorn the darnping systern upon cornr:rarr i.nputs to the control systern. Z. r.14 To provide a systern whi.ch will produce adequate control duringiy an asymrnetric flying case, resulting frorn failure of an engine at any speed or altitude condition within the flight envelope. Z' I.15 To provide a rnechanical s1'stern of adequate stiffness., free frorn structural feed-back, and e{fectively rnass balanced, to pre- clude the possibility r:f spurious signals being transmitted to o the control valves. Z" I.16 To provide a systern which will rneet the requirernenrs of: (a) AIR 7 -4 S:ecification for Protot.,'pe Supersonic Ail- u,eather Interceptor Aircraft, Type CF- i0S" tb) CAP 479 Arrcraft Design Requirernents for the Royal Canadian Air Force. (c) ARDCM B0-1 Handbook of Instructions for Aircra{t Desii:-.rrs, (d) Pr:blications anri sp'ecifications referred to by the above publications (Ref . Appendix 1)" Z. Z Elevator Systern z.z.l ro provide an elevator rnowernent of 30o up and Z0o do'*.n at a lTlax" rate of 40of sec. and to provide for a rnax. hinge rrlorn- ent of 60,000 {t.lbs. per surface. { 7 tyti t/frcfrtf I t/$/rto A Yfr O A fr fr O W Z. Z. Z To provide the elevator pitt h darnpers rnovement authority of t6o for any position of the elevator within the lirnits allow,ed by ful1 travel. 2.3 Aileron System 2.3.I To provide an aileron rnovernent of 19o up and I90 down at a rnax. rate of 35o/sec at a rnax" hinge rnornent of.25,000 ft. ii.rs. per surface. 2.3.2 To provide the aileron ro11 darnpers trro/ement authority of !7 "50 for any position of the aileron within thie lirnits allowed, by full travel. 2. 4 Rudder Systern 2.4. i To provide rudder rnoverrrent of t30o at a rnax" rate of 40o/sec at a lxax. hinge rnornent of I5,000 ft. 1bs. 2,4. Z To provide the rudder rrrovernent yaw d.arnper autiiori-tv of t13o, for any positron of the rr:dder, r,x,'ithin the limits aliowed by full tra''e1" 2.4.3 To achieve the yaw darnping requirernerit of para. Z 1.2 and 2.1. | 1 by th* use of a duplicated signalling arrd pow'er systern" with autornatic and irnrnediate rrswitch overtt frorrr t.he norrrral to the eirrergency s).stern in the event o{ a systern failure. SfCRET ffi@- ly SEC RET Mffi1yfr0 t/iiSttr t/A4trtt .v &tt#0 fiff#G*{{ 3. M,:des of Control 3.1 Electrical Mode This rnode for controlling the ajrc.raft uses electrlcal inputs frorn a stick force transducer or an autornatic flight control systern to the darnper systern fo,;- ccntrolling the aircraft. A constar.t stick force per riGtf is provrded for control stick steeri.ng in high speed firght. The selection of undercarriage down gives stick feel proportional to surface position for low speed flight such as landing and take-off . The output from the dar:lper systern to the aircraft control systern consists of rnovernent of the rnain surface actuator jack control valves which in turn cause these acfuators to rnove the surfacei; In the roli and pitch axes the pilot cornrnand is transrnitted electricall.' to parallel servos, one for each axis, lvhich servos rnol'e the relevarit control vaive b,y direct rrrechan- ical linkage A drfferential servo insertecl ::. the linkage acts ef{ectivelv as an extensible link and can liio.,:ij tl-re conirol valve (and hence the surfaces) i.n response to aircralt moti.on sensing devices, independentll' of the pilot ccrrrr:-rands - Any force talk b;ick {rorn this differential servo is reacted ])y the paral1e1 servo and hence is prevented frorn {eeding back to the stick. Under norrnal operation the pilot does not cornrnand rudder nnovernent, the necessary co-ordination with aileron being effected by a signal produced by aileron deflection which is fed 9 SECREI Mtyfro ttfltR.tf { riN/rfo { T 1 iV88 AEfi8W to a differential servo in tjre ri.,C,_jer system: thus no paral1el servo is used and rudder differential servo talk back is reacted by usrng a farrly high vaiue of break out force on the rr:dder bar. The rudder dif{erential servo also receives dampi.ng signals from the aircraft motion sensors for stalrility augment- ation irur"pc:ses. since an independant emergency yaw damper sysiern is incor- por".:.ted the rudder bar is only used to int:"oduce intentioral side slip or when the cornplete damper systern is di.sengaged at the pilots discretion" safety devices are incorporated w,hich wilJ. carrse the rol1 or pitch axes to disengage aut,rmatical-y and i.ndependently rf ro11 rate, normal acceleratlon or accele::ation in pitch threaten to p:"*duce 11 igl',t condr.ti.l'r:.s.xhich r,r,o;ld prejudice the structural integrity ot the ari:craft" (tl the safer)- rnargin:n yaw 1s approached the complete normal dai::ping sy;tem rs automatic - ally disergaged and the arrc ra.rt i = rn :::.echanical control for pitch and ro11, u:th emergency electrr ca1 co-ordination and. darnping on the y..\ ' axes. This arrangei:rent rs uged ;rnce the yaw case is the most crrircal and yau, limrts may possrbly be exceeded by pitch or ro11 damper malfuncti"on d"ue to cross coupling effects). The pilot may disengage the complete normal damper and engage emergency yaw damper by depresslng a tl TO SECREI M1yR0 ,/ECCtf / I/il/r{o A yfr 0 A n R 0 w button m,ounted on the control column grip" The erfi.e rgency yaw darnper rnay not be engaged by depresslng this button unless the normal dai-t'iper is er:.gaged. Normal F1i ght Configurations$ Pitch Axes (fig Z) }ror high speed flight the inputs to the pi.tch axes system con- sist of pilotsr strck force, normal acceleration and pitch rate. These inputs are sensed by a force sensor, an accelerorneter and a gyro respectrvely which trans{orrn the physical quantities they rneasure into voltages. The stick force signal and the normal acceleration stgnal are added a1 gebraically such that whrle the stick force signal exceeds the latter signal the paral 1el servo will move in a direction to grve the desired control surface deflection. When an acceleration is estahlished on the aircraft s,;ffrc:.ent to provi de a signal of equal rnagnitude arrd opposite sign to the stick force signal, the parallel servo will remain stationary at that posrti.on. i{ence the stick force at a prescribed!'Crt\^'111 be corrstant and aiso tj:e stick forc e F€r'tGt' can be arran.ged t.; be constant. Trre error i:,etrz''een t.he strck force srgnal and the rrcrrnal a;celeration signal is also passed to the di.ffer ential servos, rr'l-i:ch wrl]" move to assrst the prlot comma:rd thereby producing a rnore rapid initial response. Extrarreous short period oscillations are also damped out by differential servo movement. 3.1. i 3" L I. I /r{ :i- II SECRET tu ffiw- #ry 4yE0 n/itlt/,r t/Mtt{o t vfr 0 A fr s g w The pitch rate srgnal has its short period (greater than 4 cps) components passed to the drfferentral servos. 'lhis prov:.des a srgnal which antrcrpates norrrlal acceleratrcl: and her:ce causes a correction which 1s correspondingly rnore advanr:ed rn trrne to be apr-lied to dampen short period oscillaiions. The low frequency components are lagged in trme and fed to the para1le} servo to damp out long period oscillations such as phugoid motion" The aircraft can be trirnmed into manoeuvres of frorn -I to t3 incremental G by feeding an electrical signal in addition to the stick force signal thereby effectively cancel- ling the desired arnount of riormal acceleratron signal. This trim signal rs rntroduced by a motorized potentiometer con- trolled by the prJ..:l-s! sti:k trirn brrtton. As an ad.runct to the damper systcrn to prevent su.dden large changes in stick force w'hen the darnper and electrical c*ntrol system is drsengaged, a spring unrt (Ref 4. 10. 1) u'ith a rnctor driven earthing point is attached to the nrechanical linkage and the rxotor is driven in sircir a diraction as to balance the applied steady strck force by loacing the spring: thus orr Cl=-ehgagerrrent of the parallel servo the pilot will feel approxirnatell' the same force as previously at the stick position at ',vhich di.sengage rnent occur - red. This same spring uni"t becomes the feel unit in ernergency mechanical rnode. Further devices are lncorporated in the system which ensure that no stored commands can exist in the 4{' LZ SECRET MA t,p 0 r/ I c 8t t / I I tf / r[ 0 AvR0 tfl#0w damper system prior to engagement sir'' ce such stored corrlnaands would give sudden control surfaCe and strck move: ments at the molrient of engagement resulting in stick {orce or aircraft, r!burnpsri" For landing and low speed flight with gear down, instead of the parallel servo rnoving when a signal is fed to it and stopping when no signal exists, one circr:rt elernent is by-passed, which results in a given signal producing a gLveli pa.ralle1 servo (and hence control surface) posrticn: thus on application o{ stick force the control surfaces will rnove to a certain position and rerTrain there just as long as the strck force is rnaintained, the result being a positi.onal fee1. The normal acceitratron srgnal rs cut out to avoici inputs due to gror,rnd burnps on landrng. The onLy alteratlon to the damping part of the systern is to pass all prtch ratr {requencles to the 9.205 9. 206 6l 5ECRIT @tyR0 Aticfrttf f //M/f{0 "t A YE O A fr fr O W in tension that rnay develop in the control system due to loads applied thereto. Consideration sha1l be given to the effect of heat frorn locaI areas such as engine nacelles, cabins, heat de-icers, etc., which rnay cause ternperature rises in an adjacent portion of a control systern while the aircraft struc- ture proper rernains at the arnbient air temperature. Ihe designer sha1tr rieterrnine proper rigging tensions in control cables and sha1l specify thern in erection and rnaintenance instruction. It rnay be found desirable or necessary to revise the originally specified tensions after flight and other tests have been completed. In the interest of reducing control systern fricti.on, initial tensions should be held to the lowest practical values that provide safe and satisfactory operation considering probable application of lirnit loads to the s'.rstern and the ef{ect. oi ternperature changes. As a general rule, the rni,nirnurn initial tension in a rnain or counter cable is either ZTa of the breaking strength of the cable, or high enough to keep the systerrr snug, prevent cables irorn jurnping off pulleys and avoid slapping of adjacent portions of the air- craft by the cables, whi.chever is the greater' As a gen*ral rule, initial tension for rnain cables in norrnal fighter types should be not less than 35 lbs. to 50 lbs. When power control systerns are used, the rigidity and balance of the control sur- faces involved shall be such as to preclude flutter or 6Z ty80 t/Pcfrtf / 1/t4//fo A yfr 0 t fr E 0 w 5'{RET @- undesirable oscillations if the actuators used is disconnected battle darnage " Spacing Cables to any one control surface least 3 inches, preferably more. or bellcranks, sha11 be separated pos sible consistent with Ce sign. DupLicate Controls actuator or any one of the for any reasoil including ,! 9. ZA7 ZL 210 shall be separated by at Adjacent control -horns, by the rnaxirnurn distance 9. q Aircraft Other Than Bornbardrnent (a) Elevator: Elevators shall be rigidly interconnected. or consist of a continuous structure in aircraft of rnore than 7,500 1bs. gross weight the direct opera- tion systern shall be duplicared frorn the base of the stick or control colurnn to the elevator spars (b) Rudder; ]i/here cables are used for the rudder control on aircraft equipped with a single rudder duplicate cables shall be prcvided {rorn each pedal to the rudder n:ast (c) Aileron: Aileron systerns shall be so design,:ri that, from the cockprt outboard, any or all elernents leading to r.ne ai.leron rnay be destroyed without interference with the operation of the other aileron. Yglry:eL:lry Power Control Systerns - Power Control Systerns sha1l be equal 9"ZrZ 63 SECRET M,y90 ttPcrtf / t/rt/Ito to, or better of resistance Stops General Clearances in all the prirnary parts of kept to a rninirnurn so that lost rnotion tically elirninated. Ayfr0 iRE0t{ rnechanisrns sha1l be or play wiil be prac- than rnechanical systerns frorrr the standpoint to battle darnage - 9 .213 i0.4 10. 40 10.400 10. 40 i ,r1 Adjustable stops sha}l be provided to lirnit the cockpit control iterns to the desired motion ranges. The stops shall be Iocated as near these iterns as possible. Stops sha1l main- tain the clearances specified in para. 6. A. 110, Flight Control, General. Mechancial System Bearings All n:oving joints between push-pu1l rod, Ievers and brackets shall have anti-{riction bearings in accordance with para.8.31. Horns and Brackets Horns and brackets used in air contrc] systerns shali be for- gings, or high grade castings of alurninurn alloy, rnagr esiurn a1loy, bronze or steeI. Welding shaIl not be used Horns rnay be fastened to torque tubes with rivets or taper pins. In the latter case, taper pins shall be safetied by a nut and cotter pin at the small end. 64 SECRET M,yfi0 r/icFtf / t/i{tIto /--\ Ayfr0 tfrfr0w Attachrr-rent of control brackets shall be rnade with aircraft bolts and castellated or self-locking nuts of approved type. Rivets rnay be used provided that none are in tension. Cable Actuated Systern f he kinernatic relation of the cables shall be such as to pre- vent an objectionable arnount of change in cable tension throughout their flight and ground operational range. C able s { r0. 4i 10. 410 ( Control cable s sha}l conforrn to Specif ication MIL-C - l5I I or MIL-C -5424 -- Continuous or interrnittent Ioaded cables shalI not be subjected to critical bends at the juncti.on with cable terrninals or other attaching points such as drurns, horns, etc , 10. 41 I Pulleys Pulleys shall be of adequate capacity and diarneter for cables used. They shail conforrn to and rneet the requirernents of paragraph 8. 3 ] 5, Aircraft Control Pulleys. i0. 4i 2 Fairleads Fairleads shall be used..rherever necessary to keep cables frorn chafing and slapping against parts of the aircraft j.n flight or in taxiing. Fairleads rnay be used to deflect cables through angles of not rrlore than Z degrees if the initiaL ten- sion in the cable is less than 50 lbs, and through angles of not more than one degree, if the initial tension is between b5 t{it,ttcttt/ tt8/fto Ayfr0 tfrfr0w 51 lbs" and 150 lbs They shall be of non-hydroscopic, non-abrasive rnaterial, and split to perrnit easy rernoval . 10.4i3 Terrninals Terrninals shalL be of the swaged, wrapped, or spliced type. Swaged terrnj.nals shall be used wherever possible Swaged terrninals shal1 conforrn to Specification JAN-T-781. Type II (i.e. AN 563 and AN 564) swaged terrninals shall not be used in prirnary control systerns except for attaching pri- rnary control cables to bellcranks and quadrants where standard fork and eye fittings AN 667 and AN 668 are not adaptable. IA.4L4 Turnbuckles Turnbuckle terrninals shal1 have not rnore than three threads exposed at either end" A11 turnbuckle assernbiies sha1l be ;afetieci as specified in para. 8.25, Safety Wiring. i0.415 Maintenance Adequate provision shall be rnade for rapici inspection of a1I corrlponents of cable actuated systerns. and for convenient use of a tensiorrreter adjacent to the point of cable tension ad justrnent. 10.42 Tube Actuated Systern 10.420 Universal Joint Universal joints shaIl conforrn to and rneet the requirernents of paragraph 8.3i4 Universal Joints. SECREI M 'aq t It 66 5ECftET MtyRt ttPcgatr ltNt/fo t yB 0 t fr fr 0 w 4" IN i815 - B ( 3. Mechanical Characteristics of Control Systerns 3, t Control System Friction For all airplanes, the control systern friction for alL three I controls shall be as 1ow as possible, and sha1l not exceed r( the values giveh below throughout the deflection range. The friction, rneasured on the ground at a ternperature between 40o and 80oF, shali he that required to start the rnovement of the controls. Elevator Friction Lirnit : 4 lbs. Aileron Friction Lirnit = 3 lbs. Rudder Friction Lirnit = 10j lbs. 5,6 Directional Trirzirni.ng Devices 5. 6. I A11 prototype airplanes sha1l have provisions for rnaintaining directional trir-:: i.n flight. 5.6.2 The rudder trirnrning device shall rnaintain a given selting i.ndefinitel), unless changed intentionally 5.6. -a The directional trirnrning device sha1l be capable of reducing the pedal force to zero - - - - - 6.6 Lateral Trirnrning Devices 6.6.3 The lateral trirnrning device sha11 be capable of reducing thef t aileron control force to zero 67 SECRET &&1. e:ffi** ffiffi** t t/3 0 n / fi t 8' I r t /A.t/ /{o t y# 0 A fr fr 0 w 8. IN 1815 - B 8. I Mechanical Desi.gn 8' 1.1 The control systern should be capable of rnoving the control surfaces at rates up to 50o/sec.. under any hinge rnornents encounte red " 8. 1.2 'When the cockpit control is rnoved at its rnaxirnurn rate to a given deflection, the cr:ntrol surface sha1l reach its corres- ponding deflection'with a tirne by not greater than 0.05 secs. 8.1.3 The dead spots in the controls should not exceed plus or rninus 0. 1 inches rnotion of the pilot's cockpit controls. The dead spots are defined as the n-rotions of the pilot's cockpit controls which produce no rnotions of the control surfaces. lc \ 68 SECRET M ry* I l/fr 0 I /*cgt/t I t,u/ rfo Ayfl0 tfrR0w The following is a requirernents laid APPENDIX II list of the points in which detail down in the terrns of reference design varies frorn in Appendix I. the ttQ 1. In AIR 7-4 A11 requirernents satisfied. In CAP 479 A11 requirernents satisfied" In ARDCM 80 - I 3. I 3.2 z. 3. t Paragraph 9.206 states that rigidity and balance of the control surfaces shall be sufficient to prevent flutter if the actuator is disconnected. This requirernent is not cornpa- tible wj.th the design airns of a fully powered, irreversible fiying control systern and, if rnet, would involve prohibitive weight penalties. There is no rrrore chance of the actuators being disconnected than the pilot's input control systern, and the consequences of the latter would be equa11y, if not rnore, catastrophic. Paragrapin 9.207 states that cables to any one control sur- face shali be separated by at least 3 inches. This require- rnent has not been rnet because cf space restrictions. The worst situation for each pair of cables is as follows: Z I/4 inch spacing for elevator cables L 7 l8 inch spacing for aileron cables 518 inch spacing for rudder cables e,q ty90 titcf af r t/*l/rto AYFO iEPOW The elevator and aileron cable rninirnum spacing occurs at a pr;int just forward of the rear fuselage quadrants and reasonable assurance of non-fouling of these calbes ir pro- vided by properly spaced fairleads. The rudder cable rnin- irnurn spacing occurs at the pulleys which change the direction of the cable run along the fuselage up into the fin. The clearance of the cables is assured by running thern through ] inctr dia. tui:es. 3. 3 Paragraph 9. 210a. states that elevators sha11 be rigidly inter- connected or consist of a continuous structure. This requirernent is not rnet because of the difficulty of achieving cornplete synchronization between two jacks on a single surface, and also because of the severe weight penalty rvl:icir would be paid for such an installation on an aircraft of the CF- 105 plan forrn. There do not appear to be any real advantages to the intercon- nection of the surfaces on this design. 3.4 In paragraph 9.Zla, b & c, it is required that the control sur- face ope:-ating sysier::rs be duplicated. This requirernent is not rnet because of cornplexity and space reasons, and it i.s believed that this deviation is very common on rrlany acceptable new designs, including the CF- i00. SECREI M ,( i\ ?0 /ti0 t/ttEAfr ltM,t!. tl Ay#0 &fffi0w 3.5 Paragraph I0.411 refers to paragraph 8.3 i.n whirh it is stated that a1I pulleys and quadrants shall be provided with stationary guards fitting close to the point of tangency of the control cable s. In rnost this requirernent has been rnet, but the front fuselage tension regulator quadrants and the rear fuselage elevator quadrant are equipped with cable guards attached to the quad- rants thernselves. These guards, which rnove with the quad- rants, are rnuch lighter and very sirnple cornpared to fixed guar:ds, and provide arnple protection against cables jurnping the quadrant grooves. 3.6 Paragraph i0.413 states that Type i1(bal1 end) swaged terrninals shal1 not be used in prirnary control systerns except for attach;neni to belI cranks and quadrants where standard fork and eye fittings are not adaptable. In the CF- 105 control systern, although it is possible to adapt fork a rd eye fittings for attachrnent to the quadrants, the use of ten;ion regulator quaCrants wiii take up any slack pr;,- duced by the untwisting of loaded cable strands allowed by bail end type terrrrj.nals. The use of ball end type terrninals results in a weight saving and a neat installation when cornpared with the-result produced SECRTT B,eS;ft:ffie* cffiffi 7L 4 SECRET ., tlte'/nc.trrtrTtrro- - Ayg0 A.frr*@** by the use of standard fork and eye fittings. 4. In I815-B 4. I Paragraph 8. I. I states that the control systern should be capable of moving the control surfaces at rates up to 50o/sec. This requirernent is not rnet. Dynarnic analysis of the air- craft indicates that such high rates are not required, and the systern has therefore not been penalized by an oversized hydraulic systern. /'1 7Z I yn0 I i rcit rr 1t*t/ fft) S€CREI ffi@- I yfl 0 A R R 0 W APPENDIX III t Avro Part No. Quantity De s c ription Manufacture r & Part No. (Where Applicable) 7 -3262- t5 7 -3262-18 7 -3262-33 7 -3264-23 7 -3264-24 7 -3264- tZ 7 -3283 -5 7* 3283 -8 7 -3262-t65 7 -3262-167 7-3260-il 7 -3283 -7 1552-165 t56z -5t 7 -1562-247 7 - t55Z-34r 7-r583-t45 7 - r55Z -3 7 - 1552-Z 7- 7- 1 1 I l 3 Z I I I I I Elevator Jack Elevator Jack Valve Aileron Jack Aileron Jack Valve Rudder Jack Rudder Jack Va1ve Parallel Servo - Elev. Parallel Servo - Aileron Differenlii:1 Servo i1-1ev. & Aileron) Double Differential Servo - Rudder Tens:on ReguJator Quadrant - Front Fuselage Aileron Tens j.on i:iegulator Quadrant - Inner W'ing Spring Feel Unit - Elevator Spring Feel Unit - Aileron Spring FeeI Unit - Rudder Control Colurnn Rudder Pedals Jarry Hydraulic s 1020-3 & 1020_5 Minn. Honeywell D. V" G17B- I Jarry Hydraulics 1420-3 & 1420-5 Minn. Honeywell D.V"G198-1 Jarry Hydrauiics 19 15 Minn. Honeywell D. V. GZOA- } M-H DMG55N- 1 I'v'l -H DMG55M- I Minn. HoneywelJ. DMG5 ] B .2 Minn, Honeywell IiMG6ZB - 1 Pacific Scientific R.86-5001-50-0c Pacrfic Scientific R.75-9006-50-00 AiResearch 3972-l AiResearch 397 Z-Z 73 i Z z Z z SEC RET @* tyn0 t/rcltf f t/Ntrfo Ayfr0 tRfr0w o d,a tt, J 3 Fzruqr G a '|, \\ \\ \\ ll t+ d oF lF U J o d Fz o U d,q =oA o d,uv, J q J J r r tsz d,o D o E oF l U U U L 4, v, o d, Fz o(, YUr{<6Za9-- AL 128 75 r_____l FIG.2 ELEVATOR BI.OCK DIAGRAM MAYlsT d oF U Ju Ez D =4F urq {z T Iq = L--'-"\ SECN,ET wItrt ,ttcf,tt, ttrt/Ifo t yR 0 t fr fr 0 w & r.-rr-r T- - I I,r l1il,-I ltil{ilil tlrl d,{ L- I =Zl t(tt lB ElI ddl H,EJ iiit-irl lllrrliit 128 16 FIG.3 RUDDER AND AITERON BTOCI( DIAGRAM MAYf57 I r-- J t I I I 5gc ftT @ttf,0 ttrcrtFr ttgtffo AYfrO TRfrOW I I I I I I I I ltl J dol- u ltrdi J 0 .,L.- u UL L'L d,zo- ==aE JU j ,t, a JHQ< 5 JLLuJ^E- a t '6 E UJz t!o Fz trJ E = a ql t N g \A (( oll- \*\-'- | I -5p \> oo UJzlrl! tr ah bB OFl- taLE uc HH PHui 3i F=; .ryItsi3 ;8EEg: EFE FEEl;3A a sigli L, !Z =H EEt; bE 's8'l -x3tlsr.o oto'l Josru:ll ill oyo.l Y(c q$**-- ^a\>$t" I UJFo @ oF o UJ T o- oo 9 dl GIol xl()l El !t6lJI olot 6al ol=t JX hE JtrLF nU. i>'u. 6 tr 3c ltr ''l d. U d(tr -- lt{= J tb o_i @{-1ttr{ *AYYO-t +Yi 1 a q{q-l .\ tl/\1 / \\ /\1, u1i )lf.)_ivt AQ, |el o u) IJJ 2 I ;o orl(, { 128 SECREI M,t/f,r rtrtfrrf r t/u//fo AYflO AfrfrOW F:)-ox6 u *ieo d: toz- =; tx.OX 5.-:< ;D .\..-_- _\.\ --- --.---,: -_r--- Uoo ld 4 ooi; 2,(r,FE= o9J.*-H.,Y;ou X*;OIsif; u39 F v) lF lza Ez l' !Uur oz 8l FIG. 6 RUDDER SYSTEiA DATA iAAYlsT d o F< .r^. fL" ,{} 3N s5o! = FUJ J uJqEU ta ra :<.. F tr l, = o Z ! E 3 E li a Eu @ 2 U = Uo,z q E @ 9.u U U 5 sa th ii: $i E ro ro q N tr, N o Nr) tl \l *l bl rl sl U \l ti $l ;o t ,,i ot0+v i@b t.*:q \:* {N) HT :o:,i (v) c $o $b \l* nO fi+ B'P"c o U t $o** ;a) $+io8r (, o U> !Jz I ll- t-|o () 6 ct Cjr) z.o tro trJ U' 5 ata lrl z. E F U) li-lo -lit F -l oi to -l jo o -1 9nn--lEuu --..1 6 o ol:r-t -quu-.1-E-lr r,--l <.oo i-r -- i--r --f- =J) ; ,J'' ? 5 ! ft h )J 6o J oot P oo r ni 9lu = f;lE 3olE+t JI **fut(, tth oz 6.:) o I o zg UJ6 r Fz do o o z IrUFt^ UU I;g vt oz tsz co :) a d Uo ld oz u 6 l F u a do\ l- ,tllr E- J L oF U)o ()ru d o od U Y d JuU E 3Uto oz , *4,i 'lil I T E,,E -- q$ i l2e ru4 U Y a' ro Z )d {,c 84 I FIG. 8 RUDDER PEDATSMAYI57 d&oo Ju \\, \\ tl it irl rj ---:, ; i_';tl ;+1 SECRET @I yt E /, I fr t fit f f I trrt ri 0 AYflO AfrfrOW ,,-..<. o\i H\ o 4u tt) U e{a z o d,r J Fz d,o f, o d, u d, z o d,u = t) 4u LJo-d+uLJ< ' ^vut- lqooj F)>L'UZUZ =uu-ukSoFY.Fr:{82ai?ol..LO J2udJ p*38= : o .o: U :z oe Fq :Uua>=J3FE dLryo iUJ J o J oq tt. tsz d A l F l G z o du 6 Fzu du L d a o d Fz o(J U d f v)qa UJ d6 =Uuetsuq-d>iPo:a z o/){r o b6 JOo : aE : g 69:^:'":^9Yi 9- F):e.:i:-55e g €.*-.-Q<:.'o :*1 u -ziFr : A>Sa l ,Yo tsai)J'-F*z o -E?7=a=2Z Y frftT ciu P. t 5@r?E{59; 9=oa:i"r#3 9=3 ,S---lu2su- fD:.ii<.J;>rF ^=uFd-J(-Z2'o I6 i S E = { 1 /28 90 FIG.13 AS5EMBLY OF POWER CONTROL ACTUATOR - AITERON VATVE AND DIFFERENTIAI SEIVO MAY /s7 ozu :z d o4 ,yr0 t/itnt/f l/tf /rfo AYfrO AfrflOW SECRET M LOWER FEEL UNIT REAR QUADRANT POINTS A, B, C & D ARE ATTACHED TO FIN STRUCTURE ROLLERS RE-ACIING FEEL SPRING FORCE. POSITION VARIES WITH qc UPPER FEEI /28 TRIM MOTOR f \ 1 TO JACK 1 I /: //-- il li t- MA',{/s7 rIG. 14 RUDDER FEEL SYSTEM & QUADRANT ASSEMBTY-FIN 9i FROM RUDDER PEDALS ---___. SECRET Mn/t0 t/icntf I t/Af /rfo TYRO AfrfrOW u* d tt)q d 4 =zuio Fwrq rhu i!.rn q 3d -Y'=o -. u - : :^ . 3i : J .{ !O ,i O (,< *; .e tllrillllplirlllzi,,,tLuqr:d oluE ;iii9! '.,n:5i'F sir\luu d&un=E:383 !i B rl-i3t,dJ4 6 i 3 i ? E = dq 6z U Y U tm € \_. 128 1-r t_ _ _,1 C ! s Fz U4r o l o 9Z FIG. 15 ASSEMBTY OF POWER CONTROT ACTUAIOR. RUDDER VATVE AND DIFFERENTIAI SERVO MAY/s7 SECRE' @tyB0 t/r€itf I l/rttfto AYNO AfrROW )z U o a & o FUUzz o(, 9 Eo = { U d o tnq dc =UF *u)<; v;: 2v' Ri 2 o - ; i" 58b : = ; -'X !1 5 I - Y r{ G :l iul *otr v, 15 ,{1 lFqr{)=>=q d\trft-Y+a= -u.v, z-gd 9' : : CE q€ o o! ^\ n or'P: 5[1 r, !< (t tlltlllrlllzltt= EEg6 rJ r-f 29 d---- J U d F d,g o I ___l :Iz -()u: G ?; o oG I ffi a\ 95 FIG.18 POWER CONTROL ACTUAIOR - RUDDER L:MAY/s7 tyn0 //frtRrfI t/M/f f I SECREI MA Yfr O A fr N O W .: I t rn rn o 6 oz trz o:ai3 -dFOHH f5#Zv n i=e ?6UE FIG. 19 IENSION REGULAIOR QUADRANT-FNONT FUSETAGE 128 96 , AY/s7 ttF0 t/lcrrtr r/&ttrIo STCRET @AYfrO AfrfrOW 8E iz 8tr 'rEtz Lr

Arrow 2 Flying Controls System

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