Professional Documents
Culture Documents
Presented by
Brian Endersby
Manager Electromechanical Systems
Agenda
Why Fly-By-Wire Airbus Fly-By-Wire
Design
Why Fly-By-Wire
In 1983, Airbus launched the A320 with Fly-By Wire For Airbus Fly by Wire aircraft
Different aircraft types have similar handling characteristics Flight envelope protection available Architecture simplified reduced maintenance, weight, cost
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Why Fly-By-Wire
In 1983, Airbus launched the A320 with Fly-By Wire For Airbus Fly by Wire aircraft
Different aircraft types have similar handling characteristics Flight envelope protection available Architecture simplified reduced maintenance, weight, cost
Safety objectives
loss of roll control: loss of pitch control: loss of elevator control: THS runaway: extremely improbable extremely improbable extremely remote extremely improbable
Availability objectives
Dispatch of the aircraft with one computer failed. One spoiler or one aileron servo control GO
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Dissimilarity
Computer architecture
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Spoilers
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
* Horizontal stabilizer
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Generation
Two engine-driven generators One APU generator Two batteries One CSM / G (constant speed
motor/generator) driven by hydraulic circuit (Blue), powered by its dedicated pump or RAT
In case of electrical emergency configuration, two Fly-By AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Wire computers are still powered and provide high level control law applied to minimise common point risks.
Airbus Fly-By-Wire Overview - EYDCC - Ref. D27PR0302099 - Issue 2
Green pressurized by an engine driven pump Yellow pressurized by an engine driven pump
electrical pump. Blue pressurized by an electrical pump and RAT. Green and yellow circuit can drive each other by means of the Power Transfer Unit (PTU)
and an
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ELevator and Aileron Computers (ELAC) 3 Spoiler and Elevator Computers (SEC) 2 Flight Augmentation Computers (FAC)
Two specific computers are dedicated to manage the data from the
flight control computers for indication, warnings, maintenance and recording purposes.
2
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specifically develop
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detect its internal failures inhibit its surface control signal its status
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Each channel : Computes the flight control laws Calculates the deflection commands Controls the actuator deflection Ensures engagement of post failure reconfiguration logic Performs monitoring Provides Power supply for transducers
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Each channel : Computes the flight control laws Calculates the deflection commands Controls the actuator deflection Ensures engagement of post failure reconfiguration logic Performs monitoring Provides Power supply for transducers Command & Monitor philosophy used to detect failures by comparing computed outputs are within predefined thresholds.
Airbus Fly-By-Wire Overview - EYDCC - Ref. D27PR0302099 - Issue 2 October 2004 Page
d COM
S Y S T E M
A D I R S S
I F N C P C U T etc.
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Airbus Fly-By-Wire Design implementation Mechanical back-up (A318, A319, A320, A321, A330-200, A330-300, A340-300)
all safety objectives are fulfilled by redundancy, dissimilarity,system architecture In Addition A flight control mechanical back-up is provided:
Stabilise and control the aircraft during a temporary loss of all computers.
Airbus Fly-By-Wire Overview - EYDCC - Ref. D27PR0302099 - Issue 2 October 2004 Page
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Mechanical linkage
Surface deection
Fly-by-wire aircraft
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
SIDESTICK
+ -
Feedback
Airbus Fly-By-Wire Overview - EYDCC - Ref. D27PR0302099 - Issue 2 October 2004 Page
NORMAL
Surface deection
ALTERNATE
DIRECT
+ -
Feedback
Pilots input is converted into an A/C objective. No direct relationship between stick and surface. The aircraft is servo looped
Direct law
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
SIDESTICK
Aircraft response
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Control laws are modified to the flight phases and ground to air transition conditions.
Ground mode
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Transition
Flight mode
Transition
Flare mode
Transition
Ground mode
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SIDESTICK
+ -
and THS are automatically deflected to compensate for turbulences, thrust, configuration and speed changes. Aircraft is automatically and continuously trimmed (neutral static stability)
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+ -
The roll rate is achieved by roll surfaces while rudder provides automatic
turn coordination and yaw damping.
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
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is stable: yet is highly maneuverable on demand response is precise and consistent about all axiss.
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is stable: yet is highly maneuverable on demand response is precise and consistent about all axiss.
Resulting handling characteristics provide a safe, accurate and comfortable flight within the normal flight envelope
Airbus Fly-By-Wire Overview - EYDCC - Ref. D27PR0302099 - Issue 2 October 2004 Page
Fly-By-Wire protection
A full set of protection is provided in case the normal
windshear, very high turbulences, midair collision avoidance manoeuvres, or GPWS, TCAS activation,
Protection Function:
Gives
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
full authority to pilot and achieves the best aircraft performance response Reduces the risk of over controlling / overstressing the aircraft Compatible with Pilot instinctive response to flight conditions
Airbus Fly-By-Wire Overview - EYDCC - Ref. D27PR0302099 - Issue 2 October 2004 Page
Fly-By-Wire protection
Pitch attitude
Pitch limits
Load factor
Bank angle
Ground mode
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Flight mode
Flare mode
Ground mode
High AOA
Airbus Fly-By-Wire Overview - EYDCC - Ref. D27PR0302099 - Issue 2
AIR FLOW
High speed
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Principle:
Nose down 15
Airbus Fly-By-Wire Overview - EYDCC - Ref. D27PR0302099 - Issue 2 October 2004 Page
G load
Limitations:
With full side stick bank angle is limited to 67 If high speed protection is operative, the positive
spiral stability threshold starts from 0 and bank angle is limited to 45.
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VMO/MMO limit
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introduce positive static stability at the low speed end of flight envelope To protect against stall, even in high dynamic manoeuvres or in gusts To provide the ability to reach and maintain a high CL, side stick full aft, without exceeding stall angle No interference with normal operating speeds and manoeuvres
Principle:
When AOA greater
an AOA demand
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Results:
AOA
prot. is maintained if side stick is left at neutral position AOA max is maintained if side stick is deflected fully aft
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CL
Angle of Attack (AOA) Stall : Sudden loss of lift and or aircraft control
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Prot: Angle of attack from which stick input is converted into angle of attack demand (stick neutral Prot) VLS: Angle of attack reached at approach speed (VLS)
Airbus Fly-By-Wire Overview - EYDCC - Ref. D27PR0302099 - Issue 2 October 2004 Page
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Load factor
Ground mode
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Flare mode
Ground mode
High AOA
AIR FLOW
High speed
Alternate Laws
Airbus Fly-By-Wire Overview - EYDCC - Ref. D27PR0302099 - Issue 2 October 2004 Page
Load factor
Ground mode
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Flare mode
Ground mode
High AOA
AIR FLOW
Stall warning
overspeed
High speed stability
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Overspeed warning
Page
Direct Laws
Alternate Laws
Airbus Fly-By-Wire Overview - EYDCC - Ref. D27PR0302099 - Issue 2 October 2004 Page
Load factor
Bank angle Pitch normal law Pitch direct law Roll normal law Roll direct law
Ground mode
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Flare mode
Ground mode
High AOA
AIR FLOW
High speed The direct law provides the Handling characteristics of a natural Aircraft.
Airbus Fly-By-Wire Overview - EYDCC - Ref. D27PR0302099 - Issue 2 October 2004 Page
Aircraft response
In pitch:
The
elevator deflection is proportional to the stick deflection maximum deflection is a function of configuration and CG. The aircraft response is homogeneous regardless of configuration and CG. The pitch trim is manually controlled using trim wheel.
In roll:
The
aileron / spoiler deflections depend upon the stick deflection and on aircraft configuration. The aircraft response is homogeneous regardless of configuration. Simple yaw damping and limited turn co-ordination are provided as a function of yaw rate and stick deflection.
Airbus Fly-By-Wire Overview - EYDCC - Ref. D27PR0302099 - Issue 2 October 2004 Page
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This document and all information contained herein is the sole property of AIRBUS S.A.S. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof.
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