Fly-by-wire Information
Fly-by-wire (FBW) is a system that replaces the conventional manual flight controls of an aircraft with an electronic interface. The movements of flight controls are converted to electronic signals transmitted by wires (hence the fly-by-wire term), and flight control computers determine how to move the actuators at each control surface to provide the ordered response. The fly-by-wire system also allows automatic signals sent by the aircraft's computers to perform functions without the pilot's input, as in systems that automatically help stabilize the aircraft.[1]
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Development
Mechanical and hydro-mechanical flight control systems are relatively heavy and require careful routing of flight control cables through the aircraft by systems of pulleys, cranks, tension cables and hydraulic pipes. Both systems often require redundant backup to deal with failures, which again increases weight. Furthermore, both have limited ability to compensate for changing aerodynamic conditions. Dangerous characteristics such as stalling, spinning and pilot-induced oscillation (PIO), which depend mainly on the stability and structure of the aircraft concerned rather than the control system itself, can still occur with these systems.
The term "fly-by-wire" implies a purely electrically-signaled control system. However, it is used in the general sense of computer-configured controls, where a computer system is interposed between the operator and the final control actuators or surfaces. This modifies the manual inputs of the pilot in accordance with control parameters.[1]
Side-sticks, center sticks, or conventional flight control yokes can be used to fly FBW aircraft. While the side-stick offers the advantages of being lighter, mechanically simpler, and unobtrusive, The Boeing Company's aerospace engineers decided that the lack of visual feedback (none given by side-sticks) is a significant problem, and so they designed conventional control yokes in the Boeing 777 and the brand-new Boeing 787, which entered service on 26 October 2011 with All Nippon Airways. This same approach has been used for the Embraer 170/190 jets. Most Airbus airliners are operated with side-sticks.
Basic operation
Command
Simple feedback loopFly-by wire systems are by their nature quite complex; however their operation can be explained in relatively simple terms. When a pilot moves the control column (or sidestick), a signal is sent to a computer, this is analogous to moving a game controller, the signal is sent through multiple wires (channels) to ensure that the signal reaches the computer. A 'Triplex' is when there are three channels being used. The computer receives the signals, performs a calculation (adds the signal voltages and divides by the number of signals received to find the mean average voltage) and adds another channel. These four 'Quadruplex' signals are then sent to the control surface actuator, and the surface begins to move. Potentiometers in the actuator send a signal back to the computer (usually a negative voltage) reporting the position of the actuator. When the actuator reaches the desired position, the two signals (incoming and outgoing) cancel each other out and the actuator stops moving (completing a feedback loop).
Automatic Stability Systems
Fly-by-wire control systems allow aircraft computers to perform tasks without pilot input. Automatic stability systems operate in this way. Gyroscopes fitted with sensors are mounted in an aircraft to sense movement changes in the pitch, roll and yaw axes. Any movement (from straight and level flight for example) results in signals to the computer, which automatically moves control actuators to stabilize the aircraft.
Safety and redundancy
Aircraft systems may be quadruplexed (four independent channels) to prevent loss of signals in the case of failure of one or even two channels. High performance aircraft that have FBW controls (also called CCVs or Control-Configured Vehicles) may be deliberately designed to have low or even negative stability in some flight regimes, the rapid-reacting CCV controls compensating for the lack of natural stability.
Weight saving
A FBW aircraft can be lighter than a similar design with conventional controls. Partly due to the lower overall weight of the system components; and partly because the natural stability of the aircraft can be relaxed, slightly for a transport aircraft and more for a maneuverable fighter, which means that the stability surfaces that are part of the aircraft structure can therefore be made smaller. These include the vertical and horizontal stabilizers (fin and tailplane) that are (normally) at the rear of the fuselage. If these structures can be reduced in size, airframe weight is reduced. The advantages of FBW controls were first exploited by the military and then in the commercial airline market. The Airbus series of airliners used full-authority FBW controls beginning with their A320 series, see A320 flight control (though some limited FBW functions existed on A310).[2] Boeing followed with their 777 and later designs.
Electronic fly-by-wire systems can respond flexibly to changing aerodynamic conditions, by tailoring flight control surface movements so that aircraft response to control inputs is appropriate to flight conditions. Electronic systems require less maintenance, whereas mechanical and hydraulic systems require lubrication, tension adjustments, leak checks, fluid changes, etc. Furthermore, putting circuitry between pilot and aircraft can enhance safety; for example the control system can try to prevent a stall, or it can stop the pilot from over stressing the airframe.
History
F-8C Crusader digital fly-by-wire testbedElectronic signalling of the control surfaces was tested in the 1950s. This replaced long runs of mechanical and hydraulic connections with electrical ones.
The first non-experimental aircraft that was designed and flown (in 1958) with a fly-by-wire flight control system was the Avro Canada CF-105 Arrow,[3][4] a feat not repeated with a production aircraft until Concorde in 1969. This system also included solid-state components and system redundancy, was designed to be integrated with a computerised navigation and automatic search and track radar, was flyable from ground control with data uplink and downlink, and provided artificial feel (feedback) to the pilot.[4]
In the UK the two seater Avro 707B was flown with a Fairey system with mechanical backup[5] in the early to mid-60s. The programme was curtailed when the airframe ran out of flight time.[6]
The first digital fly-by-wire aircraft without a mechanical backup[7] to take to the air (in 1972) was an F-8 Crusader, which had been modified electronically by the National Aeronautics and Space Administration of the United States as a test aircraft.[8] Control was through a digital computer with three analogue backup channels. In the USSR the Sukhoi T-4 also flew. At about the same time in the United Kingdom a trainer variant of the British Hawker Hunter fighter was modified at the British Royal Aircraft Establishment with fly-by-wire flight controls[6]for the right-seat pilot. This was test-flown, with the left-seat pilot having conventional flight controls for safety reasons, and with the capability for him to override and turn off the fly-by-wire system. It flew in April 1972.
Analog systems
All "fly-by-wire" flight control systems eliminate the complexity, the fragility, and the weight of the mechanical circuit of the hydromechanical or electromechanical flight control systems. Fly-by-wire replace those with electronic circuits. The control mechanisms in the cockpit now operate signal transducers, which in turn generate the appropriate electronic commands. These are next processed by an electronic controller, either an analog one, or more modernly, a digital one. Aircraft and spacecraft autopilots are now part of the electronic controller.
The hydraulic circuits are similar except that mechanical servo valves are replaced with electrically-controlled servo valves, operated by the electronic controller. This is the simplest and earliest configuration of an analog fly-by-wire flight control system. In this configuration, the flight control systems must simulate "feel". The electronic controller controls electrical feel devices that provide the appropriate "feel" forces on the manual controls. This was used in Concorde, the first production fly-by-wire airliner.[9]
In more sophisticated versions, analog computers replaced the electronic controller. The canceled 1950s Canadian supersonic intercepter, the Avro Canada CF-105 Arrow, employed this type of system. Analog computers also allowed some customization of flight control characteristics, including relaxed stability. This was exploited by the early versions of F-16, giving it impressive maneuverability.
Digital systems
The Airbus A320, first airliner with digital fly-by-wire controlsA digital fly-by-wire flight control system is similar to its analog counterpart. However, the signal processing is done by digital computers and the pilot literally can "fly-via-computer". This also increases the flexibility of the flight control system, since the digital computers can receive input from any aircraft sensor (such as the altimeters and the pitot tubes. This also increases the electronic stability, because the system is less dependent on the values of critical electrical components in an analog controller.
Digital flight control systems enable inherently unstable combat aircraft, such as the F-117 Nighthawk and the B-2 Spirit flying wing to fly in usable and safe manners.
Applications
A Dassault Falcon 7X, the first business jet with digital fly-by-wire controls- The Space Shuttle Orbiter has an all-digital fly-by-wire control system. This system was first exercised (as the only flight control system) during the glider unpowered-flight "Approach and Landing Tests" that began on the Space Shuttle Enterprise during 1977.
- Launched into production during 1984, the Airbus Industries Airbus A320 became the first airliner to fly with an all-digital fly-by-wire control system.[10]
- During 2005, the Dassault Falcon 7X became the first business jet with fly-by-wire controls.
Legislation
The Federal Aviation Administration (FAA) of the United States has adopted the RTCA/DO-178B, titled "Software Considerations in Airborne Systems and Equipment Certification", as the certification standard for aviation software. Any safety-critical component in a digital fly-by-wire system including applications of the laws of aeronautics and computer operating systems will need to be certified to DO-178B Level A, which is applicable for preventing potential catastrophic failures.
Redundancy
If one of the flight-control computers crashes, or is damaged in combat, or suffers from "insanity" caused by electromagnetic pulses, the others overrule the faulty one (or even two of them), they continue flying the aircraft safely, and they can either turn off or re-boot the faulty computers. Any flight-control computer whose results disagree with the others is ruled to be faulty, and it is either ignored or re-booted. (In other words, it is voted-out of control by the others.)
Airbus/Boeing
Main article: Flight control modes (electronic)Airbus and Boeing commercial airplanes differ in their approaches in using fly-by-wire systems. In Airbus airliners, the flight-envelope control system always retains ultimate flight control, and it will not permit the pilots to fly outside these performance limits. However, in the event of multiple failures of redundant computers, the A320 does have mechanical back-up system for its pitch trim and its rudder. The A340-600 has a purely electrical (not electronic) back-up rudder control system, and beginning with the new A380 airliner, all flight-control systems have back-up systems that are purely electrical through the use of a so-called "three-axis Backup Control Module" (BCM)[11]
With the Boeing 777 model airliners, the two pilots can completely override the computerized flight-control system to permit the aircraft to be flown beyond its usual flight-control envelope during emergencies. Airbus's strategy, which began with the Airbus A320, has been continued on subsequent Airbus airliners.[12][13]
Engine digital control
Main article: FADECThe advent of FADEC (Full Authority Digital Engine Control) engines permits operation of the flight control systems and autothrottles for the engines to be fully integrated. On modern military aircraft other systems such as autostabilization, navigation, radar and weapons system are all integrated with the flight control systems. FADEC allows maximum performance to be extracted from the aircraft without fear of engine misoperation, aircraft damage or high pilot workloads.
In the civil field, the integration increases flight safety and economy. The Airbus A320 and its fly-by-wire brethren are protected from dangerous situations such as low-speed stall or overstressing by flight envelope protection. As a result, in such conditions, the flight control systems commands the engines to increase thrust without pilot intervention. In economy cruise modes, the flight control systems adjust the throttles and fuel tank selections more precisely than all but the most skillful pilots. FADEC reduces rudder drag needed to compensate for sideways flight from unbalanced engine thrust. On the A330/A340 family, fuel is transferred between the main (wing and center fuselage) tanks and a fuel tank in the horizontal stabilizer, to optimize the aircraft's center of gravity during cruise flight. The fuel management controls keep the aircraft's center of gravity accurately trimmed with fuel weight, rather than drag-inducing aerodynamic trims in the elevators.
Further developments
Fly-by-optics
Fly-by-optics is sometimes used instead of fly-by-wire because it can transfer data at higher speeds, and it is immune to electromagnetic interference. In most cases, the cables are just changed from electrical to optical fiber cables. Sometimes it is referred to as "fly-by-light" due to its use of fiber optics. The data generated by the software and interpreted by the controller remain the same.
Power-by-wire
Having eliminated the mechanical transmission circuits in fly-by-wire flight control systems, the next step is to eliminate the bulky and heavy hydraulic circuits. The hydraulic circuit is replaced by an electrical power circuit. The power circuits power electrical or self-contained electrohydraulic actuators that are controlled by the digital flight control computers. All benefits of digital fly-by-wire are retained.
The biggest benefits are weight savings, the possibility of redundant power circuits and tighter integration between the aircraft flight control systems and its avionics systems. The absence of hydraulics greatly reduces maintenance costs. This system is used in the Lockheed Martin F-35 Lightning II and in Airbus A380 backup flight controls. The Boeing 787 will also incorporate some electrically operated flight controls (spoilers and horizontal stabilizer), which will remain operational with either a total hydraulics failure and/or flight control computer failure.
Fly-by-wireless
Wiring adds a considerable amount of weight to an aircraft; therefore, researchers are exploring implementing fly-by-wireless solutions. Fly-by-wireless systems are very similar to fly-by-wire systems, however, instead of using a wired protocol for the physical layer a wireless protocol is employed.
In addition to reducing weight, implementing a wireless solution has the potential to reduce costs throughout an aircraft's life cycle. For example, many key failure points associated with wire and connectors will be eliminated thus hours spent troubleshooting wires and connectors will be reduced. Furthermore, engineering costs could potentially decrease because less time would be spent on designing wiring installations, late changes in an aircraft's design would be easier to manage, etc.[14]
Intelligent Flight Control System
A newer flight control system, called Intelligent Flight Control System (IFCS), is an extension of modern digital fly-by-wire flight control systems. The aim is to intelligently compensate for aircraft damage and failure during flight, such as automatically using engine thrust and other avionics to compensate for severe failures such as loss of hydraulics, loss of rudder, loss of ailerons, loss of an engine, etc. Several demonstrations were made on a flight simulator where a Cessna-trained small-aircraft pilot successfully landed a heavily-damaged full-size concept jet, without prior experience with large-body jet aircraft. This development is being spearheaded by NASA Dryden Flight Research Center.[15] It is reported that enhancements are mostly software upgrades to existing fully computerized digital fly-by-wire flight control systems.
See also
- Aircraft flight control system
- Flight control modes (electronic)
- MIL-STD-1553, a standard data bus for fly-by-wire
- Relaxed stability
References
- ^ a b Crane, Dale: Dictionary of Aeronautical Terms, third edition, page 224. Aviation Supplies & Academics, 1997. ISBN 1-56027-287-2
- ^ Dominique Brière, Christian Favre, Pascal Traverse, Electrical Flight Controls, From Airbus A320/330/340 to Future Military Transport Aircraft: A Family of Fault-Tolerant Systems, chapitre 12 du Avionics Handbook, Cary Spitzer ed., CRC Press 2001, ISBN 0-8493-8348-X
- ^ W. (Spud) Potocki, quoted in The Arrowheads, Avro Arrow: the story of the Avro Arrow from its evolution to its extinction, pages 83-85. Boston Mills Press, Erin, Ontario, Canada 2004 (originally published 1980). ISBN 1-55046-047-1.
- ^ a b Whitcomb, Randall L. Cold War Tech War: The Politics of America's Air Defense. Apogee Books, Burlington, Ontario, Canada 2008. Pages 134, 163. ISBN 1-894959-77-3.
- ^ Fairey fly-by-wire Flight International, 10 August 1972
- ^ a b RAE Electric Hunter Flight International, 10 August 1972
- ^ Fly-by-wire for combat aircraft Flight International 23 August 1973 p353
- ^ [1] NASA F-8 www.nasa.gov Retrieved:3 June 2010
- ^ The Tay-Viscount was the first airliner to be fitted with electrical controls Flight 1986
- ^ Ian Moir, Allan G. Seabridge, Malcolm Jukes (2003). Civil Avionics Systems. London (iMechE): Professional Engineering Publishing Ltd.. ISBN 1-86058-342-3.
- ^ Le Tron, X. (2007) A380 Flight Control Overview Presentation at Hamburg University of Applied Sciences, 27 September 2007
- ^ Briere D. and Traverse, P. (1993) “Airbus A320/A330/A340 Electrical Flight Controls: A Family of Fault-Tolerant Systems” Proc. FTCS, pp. 616-623.
- ^ North, David. (2000) "Finding Common Ground in Envelope Protection Systems". Aviation Week & Space Technology, Aug 28, pp. 66–68.
- ^ http://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20070013704_2007011172.pdf "Fly-by-Wireless": A Revolution in Aerospace Vehicle Architecture for Instrumentation and Control
- ^ Intelligent Flight Control System. IFCS Fact Sheet. NASA. Retrieved on 2011-06-08.
External links
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