MIL-F-18372(Aer)
system is designed. When the cable type control system is used, a single system cable may be used for
lateral and directional controls. However, positive independent control of the lateral control surfaces
on each side, in both directions, shall be provided to insure control in the event of failure of the
controls on one aide.
3.1.2.2 Type II Control Systems - The mechanical portions of the Type II control system shall
meet the requirements set forth for the Type I control system. The power system for the Type II
control system, if hydraulic, shall be completely independent and shall have no interconnection with
any other hydraulic system, and if electrical, it shall, except for the power source, have no inter-
connection with any other electrical system.
3.1.2.2.1 Power System Failure - When a failure occurs in the power system of a Type II control
system, regardless of the type of failure, it shall be possible to operate the flight controls directly
through the mechanical system within the limitations set forth in the contract requirements. Where a
mechanical advantage chance device is incorporated, no hazardous lag shall exist during the change over.
3.1.2.3 Type III Control Systems - The mechanical portions of the Type III system shall meet the
requirements set forth for the Type I control system. The power systems for the Type III control
system, if hydraulic, shall be completely independent, and shall have no interconnection with any
other hydraulic system, and if electrical, it shall, except for the power source, have no inter-
connection with any other electrical system. Consideration shall be given for the utilization of
separate systems, that are completely independent of each other, for powering the controls about each
axis, unless it can be proven that simultaneous loss of control about any two axes or all three axes
is no more detrimontal to the aircraft than loss of control about any one axis.
3.1.2.3.1 Single Power Control System - A single power system may be employed where an emergency
manual system is available. When a failure occurs in a single power system it shall be possible to
operate the flight controls through a direct set of mechanical linkages to obtain aircraft controllabil-
ity within the limitations set forth in the contract requirements. Where a mechanical advantage change
device is incorporated, no hazardous lag shall exist during the changeover. On rotary wing aircraft
it is preferred that the power source be rotor driven.
3.1.2.3.2 Dual Power Control System - A dual power system shall consist of two completely independent
single systems both operating simultaneously. Each system shall be an exact duplicate of the opposite
system, as simple as practicable, and contain a minimum number of components. There shall be no inter-
connections between the two systems. When hydraulic, the power sources shall be from two (2) engine
driven pumps on single engine aircraft. In multi-engine aircraft the power sources shall be from sep-
arate engines. For rotary winged aircraft, at least one power source shall be rotor driven regardless
of whether the aircraft is single or multi-engined. Tandem or parallel dylinder in the same housing
axe conceded satisfactory for dual power control systems.
3.1.2.3.2.1 Dual System Failure - When one system of a dual system fails, the performance requirements
of the aircraft, with a single system in operation, shall meet the contract requirements.
3.1.2.4 System Indicators -
3.1.2.4.1 Type II Systems - If applicable, an indicator shall be provided to warn the pilot of a
power system failure, if practicable, prior to complete loss of the power boost system.
3.1.2.4.2 Type III Systems - In Type III systems an indicator shall be provided which will inform
the pilot that both systems are fuctioning normally. In addition, the indicator shall be of such a
design as to indicate to the pilot, if practicable, a failuare of either or both systems prior to com-
plete loss of the system.
3.1.2.5 Artificial Feel Devices -The artificial feel syste shall provide a force gradient which
will permit the aircraft to meet its contract requirements. Any failures in the system shall not result
in control forces that are either so high or so low as to hazardous.
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