Full Authority Digital Electronic Control

Total Page:16

File Type:pdf, Size:1020Kb

Full Authority Digital Electronic Control 8G6 e Sociey sa o e esosie o saemes o oiios aace i aes o i iscussio a meeigs o e Sociey o o is iisios o Secios o ie i is uicaios n prntd Copyright © 1978 by ASME nl f th ppr published in an ASME journal r rdn. Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1978/79726/V01BT02A064/2392542/v01bt02a064-78-gt-165.pdf by guest on 28 September 2021 eease o geea uicaio uo eseaio u cei sou e gie o ASME e ecica iisio a e $.00 E COY auo(s $.0 O ASME MEMES .00£ ll Athrt tl Eltrn Cntrl — hlht f xt Gnrtn rpln Cntrl hnl . A. ACAY aa Ai ousio Cee eo . G. EO Uie ecoogies Cooaio a & Wiey Aica Gou Eas ao Co C. OSCO Uie ecoogies Cooaio amio Saa iisio Wiso ocks Co is ae escies e esus o a & Wiey Aica eimiay esig suies o a u auoiy igia eecoic coo (AE sysem wi caaiiy o cooig a aace aiae cyce gas uie egie i a aace suesoic ay ige-ye aica aicaio e AEC sysem coce wic esue om ese suies eaues esseiay ai-oeaioa au oeace caaiiy o o-augmee oeaio oug e use o eua sesig comuaio a comma as; aamee syesis; a se-es eciques Icooaio o aace eecoic cicui ecoogy a miimia- io o come yomecaica awae oece o esu i oe 3 ece eucio i ie cyce cos 1 ece eucio i acquisiio cos ece eucio i weig a 13 ece imoeme i iece a eiaiiy eaie o a sysem coiguaio wi aes cue oucio coo ecoogy Cntrbtd b th G rbn vn f h Arn St f Mhnl Ennr fr prnttn t th G rbn Cnfrn & rdt Sh, ndn, Enlnd, Aprl , 8. Mnrpt rvd t ASME drtr br 2, . Cp ll b vlbl ntl nr , . E AMEICA SOCIEY O MECAICA EGIEES, UIE EGIEEIG CEE, 4 EAS 4th SEE, EW YOK, .Y. 00 ll Athrt tl Eltrn Cntrl — hlht f xt Gnrtn rpln I Cntrl hnl . A. ACAY . G. EO C. OSCO Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1978/79726/V01BT02A064/2392542/v01bt02a064-78-gt-165.pdf by guest on 28 September 2021 ASAC OM — ea Oy Memoy SOS — Siico O Saie is ae escies e esus o a Wiey Aica e- — a Ie oa emeaue imiay esig suies o a u auoiy igia eecoic coo T2 (AEC sysem wi caaiiy o cooig a aace aiae T22 — Comesso Ie oa emeaue cyce gas uie egie i a aace suesoic ay ige-ye TBT — uie ae emeaue aica aicaio e aace AEC sysem coce wic e- — ey age Scae Iegae Cicui sue om ese suies eaues esseiay ai-oeaioa au SI oeace caaiiy o o-augmee oeaio oug e use WA3 — Comesso Ei Aiow o eua sesig comuaio a comma as; aamee WA — a uc Seam Aiow syesis; a se es eciques Icooaio o aace eec- oic cicui ecoogy a miimiaio o come yomec- W — Gas Geeao ue ow ica awae ae oece o esu i oe 3 ece eucio i W I — uc Augmeaio ue ow is Segme ie cyce cos 1 ece eucio i acquisiio cos ece eucio i weig a 13 ece imoeme i iece a e- W — uc Augmeaio ue ow Seco Segme iaiiy eaie o a sysem coiguaio wi aes cue ouc- W3 — uc Augmeaio ue ow i Segme io coo ecoogy WI — Gas Geeao imay Ieco ue ow OMECAUE WSEC — Gas Geeao Secoay Ieco ue ow M — Aica ig Mac ume A — ig essue uie Ie Aea XNH — ig essue oo See A1 — ow essue uie Ie Aea XNL — ow essue oo See AI — a uc Seam oe Aea IOUCIO AE — Coe Seam oe Aea e eouio o e aica gas uie egie as ee ca- CMOS — Comimeay Mea Oie Semicouco eie y icease egie comeiy i esose o e ema CSA — Comesso Sao ae Age o icease egie us a imoe ue cosumio oays EAOM® — Eecicay Aeae ea Oy Memoy aace egies emoy aiae geomey a comesso a e- aus oe comoes o maiai cyce oimiaio oe a oa E — Egie essue aio (5/ age o oeaig coiios e e geeaio o egies may AEC — u Auoiy igia Eecoic Coo emoy aiioa aiae comoes o aciee ue cyce aia- IG — a Ie Guie ae iiy wi sigiica imoemes i isae egie eomace O — Augmeo ig-O eeco Icease egie comeiy a ige eomace ees ae SI — age Scae Iegae Cicui geay eae e emas ace o e egie coo sysem 13 — a Ei oa essue Coo o eaiey sime egies was accomise wi yo- mecaica comuig uis wic sceue oy ue ow a oe S13 — a Ei Saic essue o wo aiae comoes i esose o io commas a ig A13 — a Ei oa o Saic ieeia essue coiios Coo o moe egies si eies o e oe yo- P2 — a Ie oa essue mecaica aoac u is comemee wi aaog o igia eec- 3 — Comesso Ei oa essue oic sueisoy coo sysems o maiuae seece o-ciica egie comoes o eec imie commuicaio wi aica S3 — Comesso Ei Saio essue coo sysems a o oie ige accuacy ue sceuig a O3 — Comesso Ei oa o Saic ieeia essue ig owe seigs 5 — ow essue uie Ei oa essue A owe ee Age Suies ae iicae a coo o moe come egies coue wi e equieme o icease iegaio o ig co- OM — ogammae ea Oy Memoy os egie coos a iagosic sysems ca e acicay im- AM — aom Access (Scaca Memoy emee oy wi soisicae eecoic comuig sysems 1 e u auoiy igia eecoic aoac o egie coo as aiae coe egie a a uc seam eaus oes A sage eoe wi iusys aes aaces i miiauie ow owe mai egie comuso coiguaio was seece equiig moua- ig see igia eecoics e si o ue ow o imay a secoay ue iecos o o- imiig eomace a aessig oeia uue eaus emis- e u Auoiy igia Eecoic Coo (AEC coce sios equiemes A uy mouae uc eae augmeo wi oes imoe coo sysem cos a weig eesie comua- ee oes o ue iecio was aso seece Oe aiaes icue ioa owe icease commuicaio wi aica comuig sys- iecomesso ai ee a ai ee o aus oo us aac ems a missio eiaiiy comaae wi moe maue yome- is egie coiguaio wic icooaes iee coo ai- caica coo ecoogy aes oses ucioa equiemes iicaie o e mos come aiae cyce owea coces wic ae a imay moiaio e AEC ogam was iiiae i 197 (e 1 wi e o- o AEC ecoogy eeome Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1978/79726/V01BT02A064/2392542/v01bt02a064-78-gt-165.pdf by guest on 28 September 2021 ecie o coceuay esig eeo a emosae a egie- moue u auoiy igia eecoic coo o aace mii- ay aica egies i e 19s a a Wiey Aica a amio Saa iisio o Uie ecoogies Cooaio e egie coiguaio sow i igue 1 as ee suie as ae eame ogee o couc is 3-yea Aace eeome a o ousio a aica sysem aaysis ue e Aace ogam ue sososi o e aa Ai Sysems Comma e a Saiiy a eomace ogam Ai oce Coac 3357- aa Ai ousio Cee oies ecica a amiisaie 71-C-7 Comeesie coo moe aaysis was couce o maageme o e eeome coac is egie coiguaio ue suseque Ai oce Aace o- usio Sysem Iegaio (ASI (e a ay /SO (e is ae eses e esus o e eimiay esig oio 3 ogams e AEC sysem eimiay esig as ee ase o e -ase AEC ogam Eos wic ae ee comee o imemeig e coo moes a eaie ogic eie uig o ae icue eiiio o coo eiome a ucioa e- ese suies A mao eaue a eomace eei o e ai- quiemes coo comoe ae suies ie cyce cos suies ae uie egie coiguaio is e caaiiy o oeae a co- a egie coo sowae a awae esigs e ase II a- sa ie aiow a eey miimie ie siage ag oe a sig- wae eeome eo as ee iiiae a icues coo sys- iica oio o e oaugmee ig owe age Maiaiig e aicaio oe oo eiomea ess cose oo ucioa cosa aiow oe a age o owe seigs is accomise ess a egie ess a sea ee a aiue coiios oug a moe o oeaio wic maiais cosa oo sees essue aios a coece aiow o e a a comesso as SYSEM ESIG EQUIEMES uie ie emeaue is aie is is accomise y moua- ig ue ow o cage owe wie mouaig e uie a e- A asic oecie o e AEC ogam is o eeo a sysem aus oe aeas o maiai cosa aues o ig a ow es- wic oies a o e ucios equie o coo o soisicae sue uie wok a cosa gas ow oug e uies a ig eomace aiae cyce uoa egies oece o uue a uc I is mae owe ca e euce om e iemei- aace suesoic miiay aica aicaios e egie coig- ae ee ui e imis o e aiae geomey ae eace Coo uaio use o eie seciic esig equiemes o e WA AEC moes seece o e egie ae geeay cose-oo; a is ai- eimiay esig is scemaicay eice i igue 1 is aace aes ae mouae ui some measue egie eomace cieia ecoogy egie is a omie ow augmee uoa eauig ae me ae I iss e coo moes seece o eac o e ai- aiae a a comesso geomey aiae uie geomey a aes i e egie ogee wi e eae sese aamees WE IG CSA IG ESSUE A1 A GAS GEEAO A IE COMESSO UIE OW ESSUE UC SEAM UE OW _ _- __ III AIIC AUGMEAIO AACE UE OW EE Figure 1 FADEC Advanced Technology Engine Configuration 2 AE I COO MOE Measue Engine Variable Type Loop Parameters a Ie Guie ae Age (IG Oe oo Comesso Sao ae Age (CSA Oe oo Gas Geeao ue ow (W Cose oo (Iega 5/ Downloaded from http://asmedigitalcollection.asme.org/GT/proceedings-pdf/GT1978/79726/V01BT02A064/2392542/v01bt02a064-78-gt-165.pdf by guest on 28 September 2021 ig essue uie Ie Aea (A Cose oo (Iega (3 - S3/3 ow essue uie Ie Aea (A I Cose oo (Iega Coe Seam Eaus oe Aea (AE Cose oo (Iega uc Seam Eaus oe Aea (A Cose oo (Iega (13 - S13/13 uc eae ue ow (W Oe oo WA Cacuae uc Seam Aiow Saig ee Oe oo us aace ee Oe oo imiig oos ae aso oie o ee eceeig uie ae 5 emeaue ue case essue a egie oo see imis A simiie ogic ock iagam is sow i igue o iusae e asic coo as a e iu aamees emoye a ie guie ae (IG a comesso sao ae age (CSA ae sce- ue as a ucio o coece ow a ig essue oo sees eseciey ig essue uie aea (A coos comesso 11 iscage Mac ume [caaceie y (3-S3/3] a a w uc oe aea (A coos a iscage Mac ume [(13- S13/13] o maiai esie a a comesso oeaig ies I-1 ow essue uie aea (A1 coos comesso coece a see ( a coe eaus oe aea (AE coos a coece see ( Gas geeao ue ow (W coos e- gie essue aio (5/ o E o se owe eow e cosa aiow oeaig egio a oo asiio is mae so a W coos ow oo see o se owe a AE is e cosa Augmeaio 0.5ue ow (W is sceue as a ucio o owe ee age (A 1 15 2.0 5 a comue a uc aiow is coo moe emoyig cose MAC UME Figureoo coo o aamees sogy coeaig wi us saiiy 3 FADEC Engine Flight Envelope magi a aiow esus i accuae a eeaae owe seig wiou e ee o im e AEC coo o egie oeaces o eeioaio a wiou eogaoy eecs ue o aiaio i AEC SYSEM OGAIAIO sa owe a aiee eacio e AEC sysem coce eeoe y a Wiey Ai- e aica aicaio use as a asis o AEC eimiay ca a amio Saa iisio o saisy e coo equie- esig is a wi egie mui-missio ige wi Mac 5 as ca- mes iscusse aoe eaues esseiay ai-oeaioa au oe- aiiy A missio mi a uiiaio ae simia o a oece ace caaiiy o o-augmee oeaio oug e use o e- o uue ay ige ye aica wee use o assess ie cyce ua sesig owe suy comuaio a comma as; cos igue 3 iusaes e egie ig eeoe use o esais aamee syesis; a se es eciques Comae o cue AEC esig equiemes e AEC sysem was aso
Recommended publications
  • Air Force Airframe and Powerplant (A&P) Certification Program
    Air Force Airframe and Powerplant (A&P) Certification Program Introduction: Most military aircraft maintenance technicians are eligible to pursue the Federal Aviation Administration (FAA) Airframe & Powerplant (A&P) certification based on documented evidence of 30 months practical aircraft maintenance experience in airframe and powerplant systems per Title 14, Code of Federal Regulations (CFR), Part 65- Certification: Airmen Other Than Flight Crew Members; Subpart D-Mechanics. Air Force education, training and experience and FAA eligibility requirements per Title 14, CFR Part 65.77. This FAA-approved program is a voluntary program which benefits the technician and the Air Force, with consideration to professional development, recruitment, retention, and transition. Completing this program, outlined in the program Qualification Training Package (QTP), will assist technicians in meeting FAA eligibility requirements and being better-prepared for the FAA exams. Three-Tier Program: The program is a three-tier training and experience program. These elements are required for program completion and are important for individual development, knowledge assessment, meeting FAA certification eligibility, and preparation for the FAA exams: Three Online Courses (02AF1-General, 02AF2-Airframe, & 02AF3-Powerplant). On the Job Training (OJT) Qualification Training Package(QTP). Documented evidence of 30 months practical experience in airframe and powerplant systems. Program Eligibility: Active duty, guard and reserve technicians who possess at least a 5-skill level in one of the following aircraft maintenance AFSCs are eligible to enroll: 2A0X1, 2A090, 2A2X1, 2A2X2, 2A2X3, 2A3X3, 2A3X4, 2A3X5, 2A3X7, 2A3X8, 2A390, 2A300, 2A5X1, 2A5X2, 2A5X3, 2A5X4, 2A590, 2A500, 2A6X1, 2A6X3, 2A6X4, 2A6X5, 2A6X6, 2A690, 2A691, 2A600 (except AGE), 2A7X1, 2A7X2, 2A7X3, 2A7X5, 2A790, 2A8X1, 2A8X2, 2A9X1, 2A9X2, and 2A9X3.
    [Show full text]
  • Faa Ac 20-186
    U.S. Department Advisory of Transportation Federal Aviation Administration Circular Subject: Airworthiness and Operational Date: 7/22/16 AC No: 20-186 Approval of Cockpit Voice Recorder Initiated by: AFS-300 Change: Systems 1 GENERAL INFORMATION. 1.1 Purpose. This advisory circular (AC) provides guidance for compliance with applicable regulations for the airworthiness and operational approval for required cockpit voice recorder (CVR) systems. Non-required installations may use this guidance when installing a CVR system as a voluntary safety enhancement. This AC is not mandatory and is not a regulation. This AC describes an acceptable means, but not the only means, to comply with Title 14 of the Code of Federal Regulations (14 CFR). However, if you use the means described in this AC, you must conform to it in totality for required installations. 1.2 Audience. We, the Federal Aviation Administration (FAA), wrote this AC for you, the aircraft manufacturers, CVR system manufacturers, aircraft operators, Maintenance Repair and Overhaul (MRO) Organizations and Supplemental Type Certificate (STC) applicants. 1.3 Cancellation. This AC cancels AC 25.1457-1A, Cockpit Voice Recorder Installations, dated November 3, 1969. 1.4 Related 14 CFR Parts. Sections of 14 CFR parts 23, 25, 27, 29, 91, 121, 125, 129, and 135 detail design substantiation and operational approval requirements directly applicable to the CVR system. See Appendix A, Flowcharts, to determine the applicable regulations for your aircraft and type of operation. Listed below are the specific 14 CFR sections applicable to this AC: • Part 23, § 23.1457, Cockpit Voice Recorders. • Part 23, § 23.1529, Instructions for Continued Airworthiness.
    [Show full text]
  • Using an Autothrottle to Compare Techniques for Saving Fuel on A
    Iowa State University Capstones, Theses and Graduate Theses and Dissertations Dissertations 2010 Using an autothrottle ot compare techniques for saving fuel on a regional jet aircraft Rebecca Marie Johnson Iowa State University Follow this and additional works at: https://lib.dr.iastate.edu/etd Part of the Electrical and Computer Engineering Commons Recommended Citation Johnson, Rebecca Marie, "Using an autothrottle ot compare techniques for saving fuel on a regional jet aircraft" (2010). Graduate Theses and Dissertations. 11358. https://lib.dr.iastate.edu/etd/11358 This Thesis is brought to you for free and open access by the Iowa State University Capstones, Theses and Dissertations at Iowa State University Digital Repository. It has been accepted for inclusion in Graduate Theses and Dissertations by an authorized administrator of Iowa State University Digital Repository. For more information, please contact [email protected]. Using an autothrottle to compare techniques for saving fuel on A regional jet aircraft by Rebecca Marie Johnson A thesis submitted to the graduate faculty in partial fulfillment of the requirements for the degree of MASTER OF SCIENCE Major: Electrical Engineering Program of Study Committee: Umesh Vaidya, Major Professor Qingze Zou Baskar Ganapathayasubramanian Iowa State University Ames, Iowa 2010 Copyright c Rebecca Marie Johnson, 2010. All rights reserved. ii DEDICATION I gratefully acknowledge everyone who contributed to the successful completion of this research. Bill Piche, my supervisor at Rockwell Collins, was supportive from day one, as were many of my colleagues. I also appreciate the efforts of my thesis committee, Drs. Umesh Vaidya, Qingze Zou, and Baskar Ganapathayasubramanian. I would also like to thank Dr.
    [Show full text]
  • Ac 120-67 3/18/97
    Advisory u.s. Department ofTransportation Federal Aviation Circular Ad.nnlstratlon Subject: CRITERIA FOR OPERATIONAL Date: 3/18/97 AC No: 120-67 APPROVAL OF AUTO FLIGHT Initiated By: AFS-400 Change: GUIDANCE SYSTEMS 1. PURPOSE. This advisory circular (AC) states an acceptable means, but not the only means, for obtaining operational approval of the initial engagement or use of an Auto Flight Guidance System (AFGS) under Title 14 of the Code of Federal Regulations (14 CFR) part 121, section 121.579(d); part 125, section 125.329(e); and part 135, section 135.93(e) for the takeoff and initial climb phase of flight. 2. APPLICABILITY. The criteria contained in this AC are applicable to operators using commercial turbojet and turboprop aircraft holding Federal Aviation Administration (FAA) operating authority issued under SPAR 38-2 and 14 CFR parts 119, 121, 125, and 135. The FAA may approve the AFGS operation for the operators under these parts, where necessary, by amending the applicant's operations specifications (OPSPECS). 3. BACKGROUND. The purpose of this AC is to take advantage of technological improvements in the operational capabilities of autopilot systems, particularly at lower altitudes. This AC complements a rule change that would allow the use of an autopilot, certificated and operationally approved by the FAA, at altitudes less than 500 feet above ground level in the vertical plane and in accordance with sections 121.189 and 135.367, in the lateral plane. 4. DEFINITIONS. a. Airplane Flight Manual (AFM). A document (under 14 CFR part 25, section 25.1581) which is used to obtain an FAA type certificate.
    [Show full text]
  • Aircraft Collection
    A, AIR & SPA ID SE CE MU REP SEU INT M AIRCRAFT COLLECTION From the Avenger torpedo bomber, a stalwart from Intrepid’s World War II service, to the A-12, the spy plane from the Cold War, this collection reflects some of the GREATEST ACHIEVEMENTS IN MILITARY AVIATION. Photo: Liam Marshall TABLE OF CONTENTS Bombers / Attack Fighters Multirole Helicopters Reconnaissance / Surveillance Trainers OV-101 Enterprise Concorde Aircraft Restoration Hangar Photo: Liam Marshall BOMBERS/ATTACK The basic mission of the aircraft carrier is to project the U.S. Navy’s military strength far beyond our shores. These warships are primarily deployed to deter aggression and protect American strategic interests. Should deterrence fail, the carrier’s bombers and attack aircraft engage in vital operations to support other forces. The collection includes the 1940-designed Grumman TBM Avenger of World War II. Also on display is the Douglas A-1 Skyraider, a true workhorse of the 1950s and ‘60s, as well as the Douglas A-4 Skyhawk and Grumman A-6 Intruder, stalwarts of the Vietnam War. Photo: Collection of the Intrepid Sea, Air & Space Museum GRUMMAN / EASTERNGRUMMAN AIRCRAFT AVENGER TBM-3E GRUMMAN/EASTERN AIRCRAFT TBM-3E AVENGER TORPEDO BOMBER First flown in 1941 and introduced operationally in June 1942, the Avenger became the U.S. Navy’s standard torpedo bomber throughout World War II, with more than 9,836 constructed. Originally built as the TBF by Grumman Aircraft Engineering Corporation, they were affectionately nicknamed “Turkeys” for their somewhat ungainly appearance. Bomber Torpedo In 1943 Grumman was tasked to build the F6F Hellcat fighter for the Navy.
    [Show full text]
  • Rotor Ice Protection Systems (RIPS)
    Photo courtesy AgustaWestland courtesy Photo Rotor Ice Protection Systems (RIPS) ™ Rotor Ice Protection Systems (RIPS) UTC Aerospace Systems is a leading provider of rotor DuraTherm® Electrothermal Ice Protection blade, engine air intake and windshield ice detection UTC Aerospace Systems meets today’s toughest aerospace and protection systems for operation of today’s high environments with a full range of pneumatic and electrothermal performance helicopters. ice protection systems. From rotor blades, engine inlets, gear box fairings and leading edges on fixed wing aircraft, UTC Aerospace • Over 100 years experience and expertise drives toward value Systems is able to develop ice protection for virtually any aircraft added solutions in design/development, qualification and structure. Our patented electrothermal DuraTherm® technology certification provides a redundant multiple path circuit permitting continuous heater operation, preventing failure or non-operable zones. Even • Rigorous aerodynamic, ice accretion analysis, and other state-of- the-art technologies are used to provide advanced ice protection after damage, heater functionality is preserved. Built-in redundancy products and systems provides greater fault/FOD/fatigue tolerance and higher reliability. • Leading manufacturing practices deliver high quality, reliable hardware that can withstand the most severe environments Ice Detection UTC Aerospace Systems continues to be at the forefront of ice detection technology. Our magnetostrictive ice detection technology provides flexible, robust designs to detect ice in a wide range of icing environments. The technology is capable of detecting ice accretion as little as 0.001” while being insensitive to various types of contamination. The high collection efficiency of our sensing element provides excellent sensitivity relative to aircraft surfaces.
    [Show full text]
  • Fly-By-Wire: Getting Started on the Right Foot and Staying There…
    Fly-by-Wire: Getting started on the right foot and staying there… Imagine yourself getting into the cockpit of an aircraft, finishing your preflight checks, and taxiing out to the runway ready for takeoff. You begin the takeoff roll and start to rotate. As you lift off, you discover your side stick controller is not responding correctly to your commands. Panic sets in, and you feel that you’ve lost total control of the aircraft. Thanks to quick action from your second in command, he takes over and stabilizes the aircraft so that you both can plan to return to the airport under reversionary mode. This situation could have been a catastrophe. This happened in August of 2001. A Lufthansa Airbus A320 came within less than two feet and a few seconds of crashing during takeoff on a planned flight from Frankfurt to Paris. Preliminary reports indicated that maintenance was performed on the captain’s sidestick controller immediately before the incident. This had inadvertently created a situation in which control inputs were reversed. The case reveals that at least two "filters," or safety defenses, were breached, leading to a near-crash shortly after rotation at Frankfurt’s Runway 18. Quick action by the first officer prevented a catastrophe. Lufthansa Technik personnel found a damaged pin on one segment of the four connector segments (with 140 pins on each) at the "rack side," as it were, of the avionics mount. This incident prompted an article to be published in the 2003 November-December issue of the Flight Safety Mechanics Bulletin. The report detailed all that transpired during the maintenance and subsequent release of the aircraft.
    [Show full text]
  • Risk Management in Fly-By-Wire Systems
    NASA Technical Memorandum 104757 Risk Management in Fly-by-Wire Systems Karyn T. Knoll March 1993 NASA r (NASA-TM-104757) RISK MANAGEMENT N93-22703 IN FLY-BY-WIRE SYSTEMS (NASA) 23 p Unclas G3/17 0156304 NASA Technical Memorandum 104757 Risk Management in Fly-by-Wire Systems KarynT. Knoll Lyndon B. Johnson Space Center Houston, Texas March 1993 National Aeronautics and Space Administration Lyndon B. Johnson Space Center Houston, Texas CONTENTS Section Page Abstract 1 Introduction . 1 Description of Fly-by-Wire Systems 1 Risks Inherent in Fly-by-Wire Systems 2 Risk Management in the Fly-by-Wire Industry 5 Configuration Control '. 5 Verification and Validation 6 Tools 7 Backup Flight Control Systems 9 Risk Management and the Space Shuttle Program 12 References 17 TABLE Table Page 1 Right Control System Summary 15 PRECEDING PAGE BLANK NOT FILMED Abstract A general description of various types of fly-by-wire systems is provided. The risks inherent in digital flight control systems, like the Space Shuttle, are identified. The results of a literature survey examining risk management methods in use throughout the aerospace industry are presented. The applicability of these methods to the Space Shuttle program is discussed. Introduction Since the development of the Space Shuttle, many other aerospace vehicles have incorporated fly-by-wire technologies in their flight control systems in an effort to improve performance, efficiency, and reliability. Because the flight control system is a critical component of any aerospace vehicle, it is especially important that the risks inherent in using fly-by-wire technologies are thoroughly understood and carefully managed.
    [Show full text]
  • Chapter 12 Design of Control Surfaces
    Aileron Design Chapter 12 Design of Control Surfaces From: Aircraft Design: A Systems Engineering Approach Mohammad Sadraey 792 pages September 2012, Hardcover Wiley Publications 12.4.1. Introduction The primary function of an aileron is the lateral (i.e. roll) control of an aircraft; however, it also affects the directional control. Due to this reason, the aileron and the rudder are usually designed concurrently. Lateral control is governed primarily through a roll rate (P). Aileron is structurally part of the wing, and has two pieces; each located on the trailing edge of the outer portion of the wing left and right sections. Both ailerons are often used symmetrically, hence their geometries are identical. Aileron effectiveness is a measure of how good the deflected aileron is producing the desired rolling moment. The generated rolling moment is a function of aileron size, aileron deflection, and its distance from the aircraft fuselage centerline. Unlike rudder and elevator which are displacement control, the aileron is a rate control. Any change in the aileron geometry or deflection will change the roll rate; which subsequently varies constantly the roll angle. The deflection of any control surface including the aileron involves a hinge moment. The hinge moments are the aerodynamic moments that must be overcome to deflect the control surfaces. The hinge moment governs the magnitude of augmented pilot force required to move the corresponding actuator to deflect the control surface. To minimize the size and thus the cost of the actuation system, the ailerons should be designed so that the control forces are as low as possible.
    [Show full text]
  • Airframe & Aircraft Components By
    Airframe & Aircraft Components (According to the Syllabus Prescribed by Director General of Civil Aviation, Govt. of India) FIRST EDITION AIRFRAME & AIRCRAFT COMPONENTS Prepared by L.N.V.M. Society Group of Institutes * School of Aeronautics ( Approved by Director General of Civil Aviation, Govt. of India) * School of Engineering & Technology ( Approved by Director General of Civil Aviation, Govt. of India) Compiled by Sheo Singh Published By L.N.V.M. Society Group of Institutes H-974, Palam Extn., Part-1, Sec-7, Dwarka, New Delhi-77 Published By L.N.V.M. Society Group of Institutes, Palam Extn., Part-1, Sec.-7, Dwarka, New Delhi - 77 First Edition 2007 All rights reserved; no part of this publication may be reproduced, stored in a retrieval system or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, without the prior written permission of the publishers. Type Setting Sushma Cover Designed by Abdul Aziz Printed at Graphic Syndicate, Naraina, New Delhi. Dedicated To Shri Laxmi Narain Verma [ Who Lived An Honest Life ] Preface This book is intended as an introductory text on “Airframe and Aircraft Components” which is an essential part of General Engineering and Maintenance Practices of DGCA license examination, BAMEL, Paper-II. It is intended that this book will provide basic information on principle, fundamentals and technical procedures in the subject matter areas relating to the “Airframe and Aircraft Components”. The written text is supplemented with large number of suitable diagrams for reinforcing the key aspects. I acknowledge with thanks the contribution of the faculty and staff of L.N.V.M.
    [Show full text]
  • Aircraft Technology Roadmap to 2050 | IATA
    Aircraft Technology Roadmap to 2050 NOTICE DISCLAIMER. The information contained in this publication is subject to constant review in the light of changing government requirements and regulations. No subscriber or other reader should act on the basis of any such information without referring to applicable laws and regulations and/or without taking appropriate professional advice. Although every effort has been made to ensure accuracy, the International Air Transport Association shall not be held responsible for any loss or damage caused by errors, omissions, misprints or misinterpretation of the contents hereof. Furthermore, the International Air Transport Association expressly disclaims any and all liability to any person or entity, whether a purchaser of this publication or not, in respect of anything done or omitted, and the consequences of anything done or omitted, by any such person or entity in reliance on the contents of this publication. © International Air Transport Association. All Rights Reserved. No part of this publication may be reproduced, recast, reformatted or transmitted in any form by any means, electronic or mechanical, including photocopying, recording or any information storage and retrieval system, without the prior written permission from: Senior Vice President Member & External Relations International Air Transport Association 33, Route de l’Aéroport 1215 Geneva 15 Airport Switzerland Table of Contents Table of Contents ..............................................................................................................................................................................................................
    [Show full text]
  • Transitioning to Glass Cockpit Primary Training Fleets: Implications
    Journal of Aviation/Aerospace Education & Research Volume 15 Number 3 JAAER Spring 2006 Article 6 Spring 2006 Transitioning to Glass Cockpit Primary Training Fleets: Implications Mark Sherman Deak Arch Follow this and additional works at: https://commons.erau.edu/jaaer Scholarly Commons Citation Sherman, M., & Arch, D. (2006). Transitioning to Glass Cockpit Primary Training Fleets: Implications. Journal of Aviation/Aerospace Education & Research, 15(3). Retrieved from https://commons.erau.edu/ jaaer/vol15/iss3/6 This Forum is brought to you for free and open access by the Journals at Scholarly Commons. It has been accepted for inclusion in Journal of Aviation/Aerospace Education & Research by an authorized administrator of Scholarly Commons. For more information, please contact [email protected]. Sherman and Arch: Transitioning to Glass Cockpit Primary Training Fleets: Implicati Transitioning to Glass FORUM TMSITIOhTNG TO GLASS COCgPIT P-Y TRAIMNG FLEET32 IMPLICATIONS Mark Sherman and Deak Arch In late July, 2004, Ohio University had the unique opportunity to become a hnt-runner in one of the most significant revolutions in Technically Advanced Aircraft (TAA) training by purchasing seven new Piper Warrior III aircraft equipped with Avidyne Entegra Integrated Flight Decks, a highly advanced avionics system. This technology combines computerized flight decks with multi-function displays, moving maps, and integrated flight instruments in basic trainers. Prior to integration of the new aircdi, initial questions arose addressing concerns about student pilot flight training conducted in Technically Advanced Aircrafl, instructors whom have little experience teaching Technically Advanced Aircraft, integrating new aircraft platforms into FAR 141 Training Course Outline (TCO) requirements, and use of these aircraft while WlingPractical Test Standards (PTS) requirements.
    [Show full text]