Control circuit and system for a control surface lock of a seaplane

Abstract

The application provides a control circuit and system for a control surface lock of an amphibious aircraft, comprising: a landing / water-landing signal generating circuit outputting a landing / water-landing signal to a gust lock control circuit, a gust lock control switch being used to connect an up-lock path, the gust lock control circuit outputting an up-lock control signal to a gust lock mechanism, the gust lock mechanism performing an up-lock operation to lock the control surface, and a state indicating circuit displaying the up-lock state; the gust lock control circuit is disconnected by connecting a down-lock path through the operation of the gust lock control switch, the gust lock mechanism performs a down-lock operation to unlock the control surface, the state indicating circuit displays the down-lock state, and an engine starting control circuit controls the power supply circuit of the engine to be connected; when the aircraft is in an air flight state, the gust lock control circuit is continuously in a disconnected state, and the gust lock mechanism remains in a down-lock state. The application controls the gust lock mechanism through the gust lock control circuit to realize safe unlocking and up-locking, and ensures safe unlocking during flight to prevent air engagement.

Description

Technical Field

[0001] This invention relates to the field of aircraft manufacturing technology, specifically to a control circuit and system for the control surfaces of an amphibious aircraft. Background Technology

[0002] Today, amphibious aircraft must be equipped with gust lock devices to prevent damage to the control surfaces from gusts when the aircraft is parked on land or water. When the gust lock teeth engage, it can affect the pilot's normal control of the control surfaces. Therefore, the gust lock device must meet the following requirements: First, it must automatically unlock during normal pilot operation. Second, it must restrict the aircraft's flight path to ensure the pilot receives accurate warnings during flight. Third, there must be measures in place to prevent accidental engagement of the gust lock teeth during flight.

[0003] Currently, most aircraft use ground-based tooling fixtures (i.e., control surface clamps) as gust locks. However, when the control surface is high, this fixture requires at least one ground crew member to install it using a special tooling ladder. This not only increases the ground equipment but also increases the workload of the ground crew.

[0004] Some aircraft use a pull-out locking pin as a gust lock, which requires the pilot to operate the pin from the cockpit, and then the aircraft locks the control surfaces via the control system wiring harness. However, on the one hand, due to the backlash in the aircraft's transmission links, the control system is prone to damage after repeated operation over a long period, reducing the reliability of the gust lock. On the other hand, there is a risk that the pilot may fail to open the front locking pin when manually unlocking it, which greatly increases the possibility of pilot error leading to an aircraft accident. In China, there have been cases where this has resulted in damaged aircraft and accidents.

[0005] Therefore, it is necessary to design a gust lock control circuit and system that can enable gust lock when the aircraft is parked on water or land, and ensure safe unlocking when in the air to prevent in-flight engagement. Summary of the Invention

[0006] This invention provides a control circuit and system for the control surface lock of an amphibious aircraft. It is mainly used to solve the problems of high installation cost and large amount of manual labor of existing tooling fixtures, easy damage to plug-in lock pins which reduces the reliability of the gust lock, and the risk of aircraft safety accidents caused by misoperation. It makes the gust lock control simple and reliable, and can ensure safe unlocking in the air, thereby reducing costs and workload and preventing the gust lock from engaging in the air.

[0007] The present invention achieves the above objectives through the following technical solutions:

[0008] A control circuit for the control surface lock of an amphibious aircraft includes: a landing / water landing signal generation circuit, a gust lock control switch, a gust lock control circuit, a status indication circuit, and an engine start control circuit. The landing / water landing signal generation circuit is connected to the gust lock control circuit. The gust lock control switch is connected to both the status indication circuit and the engine start control circuit. When the aircraft is in a landing or water landing state, the landing / water landing signal generation circuit outputs a landing / water landing signal to the gust lock control circuit. By operating the gust lock control switch, the locking path is activated, and the gust lock control circuit... The circuit outputs a locking control signal to the gust lock mechanism, which locks the control surfaces, and the status indicator circuit displays the locked status. Before takeoff, the gust lock control switch is operated to activate the unlocking path, and the gust lock control circuit outputs an unlocking control signal to the gust lock mechanism, which unlocks the control surfaces, and the status indicator circuit displays the unlocked status. At this time, the engine start control circuit controls the engine's power circuit to be turned on. When the aircraft is in flight, the gust lock control circuit controls the gust lock mechanism to remain in the unlocked state.

[0009] Therefore, the locking condition of this gust lock mechanism is that the gust lock control circuit receives the landing / water landing signal of the aircraft and the gust lock control switch is turned on to lock the path. This invention makes both conditions indispensable by designing the gust lock control circuit, realizing the gust lock function when the aircraft is parked on water and land, and ensuring safe unlocking when in flight to prevent in-flight engagement.

[0010] Therefore, the engine start control circuit ensures that the engine power can only be turned on when the gust lock mechanism is unlocked, thus preventing the aircraft from accidentally starting while parked.

[0011] A further embodiment is that the landing / water landing signal generation circuit includes a main engine wheel onboard switch, a water landing switch, and a delay control circuit. When the main engine wheel touches the ground or the aircraft lands on the water, the main engine wheel onboard switch or the water landing switch outputs the landing / water landing signal to the delay control circuit. The delay control circuit is connected to multiple gust lock mechanisms to delay the locking of multiple gust lock mechanisms.

[0012] A further embodiment is that the gust lock control circuit includes a first relay and a second relay. The coil of the first relay is connected to the main wheel wheel-mounted switch and the water-applying switch. One end of the normally open contact of the first relay is connected to the locking path of the gust lock operating switch, and the other end is connected to the coil of the second relay. Multiple normally open contacts of the second relay are respectively connected to multiple gust lock mechanisms for controlling the locking of multiple gust lock mechanisms.

[0013] It is evident that the wind lock control circuit has a simple and reliable structure, achieving the effect of reducing costs and workload.

[0014] A further embodiment is that the status indication circuit includes a third relay, a fourth relay, a first unlock indicator light, a first lock indicator light, and a micro switch. The coil of the third relay is connected to the normally closed terminal of the micro switch, and the two ends of the normally open contact of the third relay are respectively connected to the unlocking path of the gust lock control switch and the first unlock indicator light. The coil of the fourth relay is connected to the normally open terminal of the micro switch, and the two ends of the normally open contact of the fourth relay are respectively connected to the locking path of the gust lock control switch and the first lock indicator light. The transmission end of the micro switch is mechanically connected to the gust lock mechanism.

[0015] A further embodiment is that the status indication circuit includes a sixth relay, a seventh relay, a second unlock indicator light, and a second lock indicator light. The coil of the sixth relay is connected in parallel across the normally closed contact of the second relay, and the normally open contact of the sixth relay is connected to the second unlock indicator light. The coil of the seventh relay is connected in parallel across the normally open contact of the second relay, and the normally open contact of the seventh relay is connected to the second lock indicator light.

[0016] A further embodiment includes an alarm circuit, which comprises a warning indicator and a warning reset button. The warning indicator is connected to the landing / water-landing signal generation circuit, the gust lock control circuit, the status indicator circuit, and the engine start control circuit, respectively. When a gust lock mechanism locks or unlocks, the warning indicator provides a fault alarm and indication.

[0017] A further solution is that when the aircraft is in the air, if the gust lock control switch is misoperated and its locking end is closed, the warning indicator device will issue an alarm. At this time, neither the main wheel wheel switch nor the water-landing switch will issue the landing / water-landing signal, the first relay coil will not be energized, and the gust lock mechanism will remain unlocked to prevent the gust lock mechanism from engaging in mid-air.

[0018] A control system for the control surfaces of an amphibious aircraft includes: multiple gust lock mechanisms, a control circuit for the control surfaces of the amphibious aircraft, multiple gust lock indicator circuits, and an engine. The multiple gust lock mechanisms are respectively mounted on multiple flight control surfaces. When the aircraft is on the ground or water, the main landing gear wheel-mounted switch or water-landing switch sends a landing / water-landing signal. By operating the gust lock control switch, the locking path is opened. After the gust lock control circuit controls all the gust lock mechanisms to lock, the multiple gust lock indicator circuits issue locking instructions, at which point the engine power is disconnected. By operating the gust lock control switch, the unlocking path is opened. After the multiple gust lock mechanisms unlock, the multiple gust lock indicator circuits issue unlocking instructions, at which point the engine power is turned on.

[0019] A further embodiment includes multiple position sensors located on the gust lock mechanism. When the gust lock mechanism is locked in place, the position sensors output a locking signal to the gust lock indicator circuit; when the gust lock mechanism is unlocked, the position sensors output an unlocking signal to the gust lock indicator circuit.

[0020] A further embodiment is that the multiple flight control surfaces include elevator surfaces, ailerons, and rudder surfaces, wherein the elevator is used to control the aircraft's ascent and descent, the ailerons are used to control the aircraft's tilt, and the rudder is used to control the aircraft's heading.

[0021] It is evident that the sudden wind lock is simple and reliable to control, and can ensure safe unlocking when in the air, thus reducing costs and workload and preventing the sudden wind lock from engaging in mid-air.

[0022] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments. Attached Figure Description

[0023] Figure 1 This is a block diagram of the rudder lock control circuit of the present invention.

[0024] Figure 2 This is a schematic diagram of the rudder surface lock control circuit according to Embodiment 1 of the present invention.

[0025] Figure 3 This is a schematic diagram of the rudder surface lock control circuit according to Embodiment 2 of the present invention. Detailed Implementation

[0026] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. All other embodiments obtained by those skilled in the art based on the described embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0027] Example 1 of a control circuit for a rudder lock of an amphibious aircraft

[0028] See Figure 1-2 The present invention relates to a control circuit for a control surface lock of an amphibious aircraft, comprising: a landing / water landing signal generation circuit 10, a gust lock control switch 20, a gust lock control circuit 30, a status indication circuit 50, and an engine start control circuit 60. The landing / water landing signal generation circuit 10 is connected to the gust lock control circuit 30, and the gust lock control switch 20 is connected to both the status indication circuit 50 and the engine start control circuit 60. When the aircraft is in a landing or water landing state, the landing / water landing signal generation circuit 10 outputs a landing / water landing signal to the gust lock control circuit 30. By operating the gust lock control switch 20, the locking path is activated, and the gust lock is engaged. The wind lock control circuit 30 outputs a locking control signal to the wind lock mechanism 40, which locks the control surfaces. The status indicator circuit 50 displays the locked status. Before takeoff, the wind lock control switch 20 is operated to open the unlocking path. The wind lock control circuit 30 outputs an unlocking control signal to the wind lock mechanism 40, which unlocks the control surfaces. The status indicator circuit 50 displays the unlocked status, and the engine start control circuit 60 controls the power circuit of the engine 102 to be turned on. When the aircraft is in flight, the wind lock control circuit 30 controls the wind lock mechanism 40 to remain in the unlocked state.

[0029] Specifically, in this embodiment, the wind lock mechanism 40 includes an electric component and a brake pin. The wind lock control circuit 30 controls a DC motor to provide power to the electric component, so that the rudder lock automatically pushes out the brake pin and locks the rudder.

[0030] Specifically, in this embodiment, the engine start control circuit 60 includes a fifth relay KM5. The coil of the fifth relay KM5 is connected to the unlocking terminal of the gush lock control switch 20, and its normally open contact is connected to the power supply circuit of the engine 102. When the gush lock control switch 20 is activated to the unlocking terminal, opening the unlocking path, the gush lock mechanism 40 is unlocked, the coil of the fifth relay KM5 is energized, and the power supply circuit of the engine 102 is connected. Therefore, the engine start control circuit 60 ensures that the engine 102 can only be powered on when the gush lock mechanism 40 is unlocked, preventing accidental start-up of the aircraft while it is parked.

[0031] In this embodiment, the landing / water landing signal generation circuit 10 includes a main wheel wheel-mounted switch 11, a water landing switch 12, and a delay control circuit 13. When the main wheel of the aircraft touches the ground or the aircraft lands on the water, the main wheel wheel-mounted switch 11 or the water landing switch 12 outputs the landing / water landing signal to the delay control circuit 13. The delay control circuit 13 is connected to multiple gust lock mechanisms 40 to delay the locking of the multiple gust lock mechanisms 40.

[0032] Specifically, in this embodiment, the delay control circuit 13 includes a delay relay. The coil of the delay relay is connected to the main engine wheel onboard switch 11 and the water-landing switch 12. Its normally open contact is connected to the gust lock mechanism 40. By setting the delay time of the delay relay, the gust lock mechanism 40 is automatically locked after the aircraft comes to a smooth stop on land or water. This avoids damage to the control surface of the aircraft due to gust impact caused by forgetting to operate the gust lock control switch 20 to connect the locking path. At the same time, it can serve as a backup plan, saving the locking steps of the gust lock mechanism 40 and reducing the pilot's operational burden.

[0033] In this embodiment, the gust lock control circuit 30 includes a first relay KM1 and a second relay KM2. The coil of the first relay KM1 is connected to the main wheel load switch 11 and the water-applying switch 12. One end of the normally open contact of the first relay KM1 is connected to the locking path of the gust lock control switch 20, and the other end is connected to the coil of the second relay KM2. Multiple normally open contacts of the second relay KM2 are respectively connected to multiple gust lock mechanisms 40 for controlling the locking of multiple gust lock mechanisms 40.

[0034] Specifically, in this embodiment, the relay can be replaced by an electronic switch, such as a silicon controlled rectifier (SCR), a switching diode, a switching transistor, an electronic bidirectional switch IC, an optocoupler, or an integrated switching circuit, to meet different needs while making the circuit structure more compact.

[0035] In this embodiment, the status indication circuit 50 includes a third relay KM3, a fourth relay KM4, a first unlock indicator L1, a first lock indicator L2, and a micro switch. The coil of the third relay KM3 is connected to the normally closed terminal 2 of the micro switch. The two ends of the normally open contact of the third relay KM3 are respectively connected to the unlocking path of the gust lock control switch 20 and the first unlock indicator L1. The coil of the fourth relay KM4 is connected to the normally open terminal 4 of the micro switch. The two ends of the normally open contact of the fourth relay KM4 are respectively connected to the locking path of the gust lock control switch 20 and the first lock indicator L2. The transmission end 3 of the micro switch is mechanically connected to the gust lock mechanism 40.

[0036] Specifically, this embodiment includes multiple airlock mechanisms 40 and multiple microswitches connected in series. The multiple airlock mechanisms 40 include a first airlock mechanism KEY1, a second airlock mechanism KEY2, and a third airlock mechanism KEY3. The multiple microswitches include a first microswitch SM1, a second microswitch SM2, and a third microswitch SM3. The normally closed terminal 2 of the first microswitch SM1 is connected to the coil of a third relay KM3, and its normally open terminal 4 is connected to the coil of a fourth relay KM4. Its common terminal is connected to the normally closed terminal 2 and normally open terminal 4 of the second microswitch SM2. The common terminal of the second microswitch SM2 is connected to the normally closed terminal 2 and normally open terminal 4 of the third microswitch SM3. The common terminal of the microswitch SM3 is grounded. The transmission terminal 3 of the first microswitch SM1 is connected to the first airlock mechanism KEY1, the transmission terminal 3 of the second microswitch SM2 is connected to the second airlock mechanism KEY2, and the transmission terminal 3 of the third microswitch SM3 is connected to the third airlock mechanism KEY3.

[0037] When the first air-lock mechanism KEY1, the second air-lock mechanism KEY2, and the third air-lock mechanism KEY3 are all locked in place, the three air-lock mechanisms respectively touch the corresponding micro switch transmission end 3. The normally open terminals 4 of the three micro switches are all connected to the corresponding common terminal 1. At this time, the coil of the fourth relay KM4 is energized, the coil of the third relay KM3 is de-energized, and the first lock indicator L2 is turned on to display the lock indication.

[0038] When the first air-lock mechanism KEY1, the second air-lock mechanism KEY2, and the third air-lock mechanism KEY3 are all unlocked, the three air-lock mechanisms respectively touch the corresponding micro switch transmission end 3. The normally closed terminals 2 of the three micro switches are all connected to the corresponding common terminal 1. At this time, the coil of the third relay KM3 is energized, the coil of the fourth relay KM4 is de-energized, and the first unlock indicator L1 is turned on to display the unlock indication.

[0039] Therefore, the lock / unlock indicator light will only display the corresponding status indication when all the wind locks are locked / unlocked, which ensures the accuracy of the status indication.

[0040] In this embodiment, an alarm circuit 70 is also included. The alarm circuit 70 includes a warning indicator and a warning reset button. The warning indicator is connected to the landing / water landing signal generation circuit 10, the gust lock control circuit 30, the status indicator circuit 50, and the engine start control circuit 60, respectively. When a gust lock mechanism 40 fails to lock or unlock, the warning indicator provides a fault alarm and indication.

[0041] Specifically, in this embodiment, after the fault is cleared, the warning reset button needs to be manually operated to unlock the fault lock, and the aircraft can be operated normally.

[0042] Specifically, in this embodiment, if the aircraft engine fails to start smoothly under various normal operating conditions, the warning indicator device indicates the faulty circuit module, and the aircraft system records the fault and its module.

[0043] In this embodiment, when the aircraft is in the air and the gust lock control switch 20 is mistakenly operated to close its locking end, the warning indicator device will issue an alarm. At this time, neither the main wheel wheel switch 11 nor the water landing switch 12 will issue the landing / water landing signal, the coil of the first relay KM1 will not be energized, and the gust lock mechanism 40 will remain in the unlocked state to prevent the gust lock mechanism 40 from engaging in mid-air.

[0044] Example 2 of a control circuit for a rudder lock of an amphibious aircraft

[0045] See Figure 3 In this embodiment, the status indication circuit 50 includes a sixth relay KM6, a seventh relay KM7, a second unlock indicator light, and a second lock indicator light. The coil of the sixth relay KM6 is connected in parallel across the normally closed contact of the second relay KM2, and the normally open contact of the sixth relay KM6 is connected to the second unlock indicator light. The coil of the seventh relay KM7 is connected in parallel across the normally open contact of the second relay KM2, and the normally open contact of the seventh relay KM7 is connected to the second lock indicator light.

[0046] Specifically, in this embodiment, when the coil of the second relay KM2 is not energized, the normally open contact of the second relay KM2 opens and the normally closed contact closes. At this time, the coil of the sixth relay KM6 is energized, and the second unlocking indicator shows an unlocking indication. When the coil of the second relay KM2 is energized, the normally open contact of the second relay KM2 closes and the normally closed contact opens, and the sudden wind lock mechanism 40 performs a locking action. At this time, the coil of the seventh relay KM7 is energized, and the second locking indicator shows a locking indication.

[0047] Specifically, in this embodiment, the wind lock control circuit 30, the status indicator circuit 50, and the engine start control circuit 60 are integrated into the same electrical box, and the second unlock indicator light and the second lock indicator light are integrated into the same signal light box.

[0048] An embodiment of a control surface lock system for an amphibious aircraft

[0049] The present invention relates to a control surface lock system for an amphibious aircraft, comprising: multiple gust lock mechanisms 40, a control surface lock control circuit for the amphibious aircraft, multiple gust lock indicator circuits, and an engine 102; the multiple gust lock mechanisms 40 are respectively installed on multiple flight control surfaces 101. When the aircraft is on the ground or water, the main wheel wheel switch 11 or the water-landing switch 12 sends a landing / water-landing signal. By operating the gust lock control switch 20, the locking path is opened. After the gust lock control circuit 30 controls all the gust lock mechanisms 40 to lock, the gust lock indicator circuit issues a locking indication, at which time the engine power is disconnected; by operating the gust lock control switch 20, the unlocking path is opened. After the multiple gust lock mechanisms 40 are unlocked, the gust lock indicator circuit issues an unlocking indication, at which time the engine power is turned on.

[0050] Specifically, in this embodiment, multiple gust lock indicator circuits include an aileron gust lock indicator circuit, a rudder gust lock indicator circuit, and an elevator gust lock indicator circuit. The aileron gust lock indicator circuit, the rudder gust lock indicator circuit, and the elevator gust lock indicator circuit are all equipped with a lock-in indication and an unlock-in indication.

[0051] In this embodiment, the multiple flight control surfaces 101 include elevator surfaces, ailerons, and rudder surfaces. The elevator is used to control the aircraft's ascent and descent, the ailerons are used to control the aircraft's tilt, and the rudder is used to control the aircraft's heading.

[0052] Specifically, in this embodiment, the elevator surface is provided with a first gust lock mechanism KEY1, the aileron is provided with a second gust lock mechanism KEY2, and the rudder surface is provided with a third gust lock mechanism KEY3.

[0053] In this embodiment, multiple position sensors are also included. These position sensors are respectively located on the first gust lock mechanism KEY1, the second gust lock mechanism KEY2, and the third gust lock mechanism KEY3. When the first gust lock mechanism KEY1 is locked / unlocked, its position sensor outputs a lock / unlock signal to the elevator gust lock indicator circuit to indicate that the elevator gust lock is locked / unlocked. When the second gust lock mechanism KEY2 is locked / unlocked, its position sensor outputs a lock / unlock signal to the aileron gust lock indicator circuit to indicate that the aileron gust lock is locked / unlocked. When the third gust lock mechanism KEY3 is locked / unlocked, its position sensor outputs a lock / unlock signal to the rudder gust lock indicator circuit to indicate that the rudder gust lock is locked / unlocked.

[0054] Specifically, in this embodiment, the multiple flight control surfaces 101 can be five control surfaces, including the left elevator control surface, the right elevator control surface, the left aileron, the right aileron and the rudder control surface, and each control surface is provided with a gust lock mechanism 40.

[0055] Specifically, the aileron described in this embodiment is used to achieve rapid changes in tilt angle, maintain wing level during rollless maneuvers under specified crosswind values, and provide trim and maneuverability in the event of an engine failure or steady sideslip.

[0056] The above embodiments are merely preferred embodiments of the present invention and should not be construed as limiting the scope of protection of the present invention. Any non-substantial changes and substitutions made by those skilled in the art based on the present invention shall fall within the scope of protection claimed by the present invention.

Claims

1. A control circuit for the control surfaces of an amphibious aircraft, characterized in that it includes: The system includes a landing / water-landing signal generation circuit, a gust lock control switch, a gust lock control circuit, a status indicator circuit, and an engine start control circuit. The landing / water-landing signal generation circuit is connected to the gust lock control circuit. The gust lock control switch is connected to both the status indicator circuit and the engine start control circuit. When the aircraft is in a landing or water-landing state, the landing / water-landing signal generation circuit outputs a landing / water-landing signal to the gust lock control circuit. By operating the gust lock control switch, the locking path is activated. The gust lock control circuit outputs a locking control signal to the gust lock mechanism, which then locks the control surfaces. The status indicator circuit displays the locked status. Before takeoff, by operating the gust lock control switch, the unlocking path is activated. The gust lock control circuit outputs an unlocking control signal to the gust lock mechanism, which then unlocks the control surfaces. The status indicator circuit displays the unlocked status. At this time, the engine start control circuit controls the engine's power circuit to be turned on. When the aircraft is in flight, the gust lock control circuit controls the gust lock mechanism to remain in the unlocked state; The landing / water landing signal generation circuit includes a main wheel wheel-mounted switch, a water landing switch, and a delay control circuit. When the main wheel of the aircraft touches the ground or the aircraft lands on the water, the main wheel wheel-mounted switch or the water landing switch outputs the landing / water landing signal to the delay control circuit. The delay control circuit is connected to multiple gust lock mechanisms to delay the locking of multiple gust lock mechanisms. The sudden gust lock control circuit includes a first relay and a second relay. The coil of the first relay is connected to the main wheel wheel-mounted switch and the water-applying switch. One end of the normally open contact of the first relay is connected to the locking path of the sudden gust lock operating switch, and the other end is connected to the coil of the second relay. Multiple normally open contacts of the second relay are respectively connected to multiple sudden gust lock mechanisms to control the locking of multiple sudden gust lock mechanisms.

2. The rudder lock control circuit for an amphibious aircraft according to claim 1, characterized in that: The status indication circuit includes a third relay, a fourth relay, a first unlock indicator light, a first lock indicator light, and a micro switch. The coil of the third relay is connected to the normally closed terminal of the micro switch. The two ends of the normally open contact of the third relay are respectively connected to the unlocking path of the gust lock control switch and the first unlock indicator light. The coil of the fourth relay is connected to the normally open terminal of the micro switch. The two ends of the normally open contact of the fourth relay are respectively connected to the locking path of the gust lock control switch and the first lock indicator light. The transmission end of the micro switch is mechanically connected to the gust lock mechanism.

3. The rudder lock control circuit for an amphibious aircraft according to claim 1, characterized in that: The status indication circuit includes a sixth relay, a seventh relay, a second unlock indicator light, and a second lock indicator light. The coil of the sixth relay is connected in parallel across the normally closed contact of the second relay, and the normally open contact of the sixth relay is connected to the second unlock indicator light. The coil of the seventh relay is connected in parallel across the normally open contact of the second relay, and the normally open contact of the seventh relay is connected to the second lock indicator light.

4. The control circuit for the amphibious aircraft's control surfaces according to claim 1, characterized in that: It also includes an alarm circuit, which includes a warning indicator and a warning reset button. The warning indicator is connected to the landing / water landing signal generation circuit, the gust lock control circuit, the status indicator circuit, and the engine start control circuit, respectively. When a gust lock mechanism locks or unlocks, the warning indicator provides a fault alarm and indication.

5. The control circuit for the amphibious aircraft's control surfaces according to claim 4, characterized in that: When the aircraft is in the air, if the gust lock control switch is misoperated and its locking end is closed, the warning indicator device will issue an alarm. At this time, neither the main wheel wheel switch nor the water-landing switch will issue the landing / water-landing signal. The first relay coil will not be energized, and the gust lock mechanism will remain unlocked to prevent the gust lock mechanism from engaging in mid-air.

6. A control system for the control surfaces of an amphibious aircraft, characterized in that, include: Multiple gust lock mechanisms, a control surface lock control circuit for an amphibious aircraft as described in any one of claims 1 to 5, multiple gust lock indicator circuits, and an engine; Multiple gust lock mechanisms are respectively installed on multiple flight control surfaces. When the aircraft is on the ground or water, the main wheel wheel switch or water-landing switch sends a landing / water-landing signal. By operating the gust lock control switch, the locking path is opened. After the gust lock control circuit controls multiple gust lock mechanisms to lock, multiple gust lock indicator circuits issue a locking indication. At this time, the power supply to the engine is disconnected. By operating the gust lock control switch, the unlocking path is opened. After the multiple gust lock mechanisms are unlocked, multiple gust lock indicator circuits issue an unlocking indication. At this time, the power supply to the engine is turned on.

7. The rudder lock control system for an amphibious aircraft according to claim 6, characterized in that: It also includes multiple position sensors located on the gust lock mechanism. When the gust lock mechanism is locked in place, the position sensors output a locking signal to the gust lock indicator circuit; when the gust lock mechanism is unlocked, the position sensors output an unlocking signal to the gust lock indicator circuit.

8. The rudder lock control system for an amphibious aircraft according to claim 6, characterized in that: The multiple flight control surfaces include elevator surfaces, aileron surfaces, and rudder surfaces. The elevator is used to control the aircraft's ascent and descent, the aileron is used to control the aircraft's roll, and the rudder is used to control the aircraft's heading.

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