DOCSLIB.ORG

Chapter 15 Flight Controls

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Chapter 15 Flight Controls CITATION MUSTANG OPERATING MANUAL CHAPTER 15 FLIGHT CONTROLS 20 20 10 10 G 5 5 S 5 5 10 20 L O C INTRODUCTION This chapter describes the flight controls of the Cessna Model 510 Citation Mustang. The aircraft has fixed and moveable surfaces that provide stability and control during flight. The primary flight controls are ailerons, rudder, and elevators. Secondary flight controls include trim devices, flaps, and speedbrakes. Control locks are also described. GENERAL The flight control systems consist of the con- in the cockpit. They can be immobilized by trol surfaces, trim control surfaces, trim indi- control locks when on the ground to prevent cating systems, and the related mechanical damage to the control surfaces and systems and electrical systems that control the air- from wind gusts striking the aircraft. plane during flight. The secondary flight controls include trim, The primary flight controls (elevators, flaps, and speedbrakes. Trim tabs, electrically ailerons, and rudder) directly control aircraft or mechanically adjusted through controls on the movement around the three axes of flight cockpit pedestal or control yoke, assist flight (pitch, roll, and yaw). They are manually ac- control on all three axes. Mechanical elevator tuated through cables by dual conventional trim, adjusted through a cockpit pedestal wheel, control yokes and dual sets of rudder pedals is also provided. 510OM-00 15-1 CITATION MUSTANG OPERATING MANUAL Flaps and speedbrakes directly adjust airplane Chapter 14—“Landing Gear and Brakes”). A lift and drag. Both controls are electrically ac- flexible mechanical interconnect between the tuated. Flaps are operated by a handle on the rudder and ailerons provides improved lateral cockpit pedestal. Speedbrakes are operated by stability. a switch on the throttle. The primary flight controls can also be con- All flight control surfaces are shown in trolled by the autopilot and yaw damper (see Figure 15-1. Chapter 16—“Avionics”). The rudder, both elevators, and the left aileron are each equipped with a trim tab that is elec- PRIMARY FLIGHT trically actuated from the cockpit. The eleva- CONTROLS tor tabs can also be mechanically positioned by the pitch trim wheel on the control pedestal. DESCRIPTION AILERON SYSTEM The primary flight controls (ailerons, rudder, and elevators) are manually operated by either Two ailerons (one on the outboard trailing the pilot or the copilot through a conventional edge of each wing) provide roll control. control yoke and rudder pedal arrangement. Neutral aileron position is 2° up. The ailerons Control inputs are transmitted to the control are controlled through cables connected to surfaces through cables, bellcranks, and the cockpit control yokes and the autopilot pushrods. The rudder pedals also operate the aileron electric servo. The control yoke rotates nosewheel steering and wheel brakes (see 70° in each direction to provide maximum aileron deflection. ELEVATOR TRIM TAB TRIM TAB FLAP RUDDER STRAKE SPEEDBRAKE TRIM TAB AILERON Figure 15-1. Flight Control Surfaces 15-2 510OM-00 CITATION MUSTANG OPERATING MANUAL Operation RUDDER SYSTEM When the pilot rotates the control yokes coun- The rudder on the trailing edge of the vertical terclockwise, the right aileron rotates down and stabilizer provides yaw control. It moves as the left aileron rotates up, causing the aircraft much as 35° left or right of center. It is con- to roll left. By turning the control yokes clock- trolled through cables connected to the cock- wise, the opposite is true. pit control pedals and the autopilot yaw servo. The rudder is moved by fore and aft movement When the autopilot is operating, the autopilot of the pedals. roll servo provides inputs to the aileron con- trol system. A single autopilot roll servo is me- The rudder pedals are floor-mounted and non- chanically connected to the aileron cable adjustable. The pedals are connected to the rud- system. When the autopilot is engaged, the der through mechanical linkages and cables. autopilot servo provides autopilot input to the Two separate rudder cable loops, routed dif- aileron system in response to the automatic ferently, provide redundancy to protect against flight control system (AFCS) commands. an engine rotor noncontainment (Figure 15-2). Disengaging the autopilot can be accomplished by three normal means: • The AP or YD button on the AFCS con- Operation troller Pressing either pilot rudder pedal (left or right) • The AP TRIM DISC switch on either moves the rudder in that direction, which yaws control yoke the airplane that direction. Copilot controls work the same. Pilot and copilot pedals are me- • By commanding pitch trim chanically linked so the pilot applying the greater force controls yawing, and controls Either pilot can manually override the servo the amount of pedal movement for both pilots. motor by applying force to the control yoke. The rudder pedals also control nosewheel For information on the AFCS (including au- steering (refer to Chapter 14—“Landing Gear topilot), refer to Chapter 16—“Avionics.” and Brakes.”). Aileron-Rudder Interconnect The single autopilot yaw servo is mechanically A flexible mechanical interconnect between connected to the rudder. When the autopilot rudder and ailerons provides improved lateral is engaged, the yaw servo provides input to stability. Movement of the ailerons results in the rudder system in response to the AFCS a comparable movement of the rudder (as commands. sensed through the rudder pedals). If the pilot rolls the aircraft to the left, the interconnect also The yaw damper can be disengaged by: causes some rudder deflection (and resultant • Pressing the YD button on the AFCS airplane yawing) to the left. Conversely, pres- controller sure on the rudder pedals and movement of the rudder results in a coordinated movement • Pressing the AP TRIM DISC switch on either control yoke of the ailerons and control yoke. Additionally, pilots can manually override the In flight, to intentionally slip or skid/yaw the yaw servo motor by pushing the rudder ped- airplane, the pilot can override the interconnect als. For information on the AFCS (including by applying opposite forces to the control yoke autopilot), refer to Chapter 16—“Avionics.” and rudder pedals (“cross-controlling”). On the ground, the interconnect may cause some aileron and control yoke movement, as a co- ordinated response to rudder movements caused by the crew steering with the rudder pedals. 510OM-00 15-3 CITATION MUSTANG OPERATING MANUAL Figure 15-2. Rudder Control System Installation ELEVATOR SYSTEM Operation The elevators are on the trailing edge of the By moving the control column aft (approxi- horizontal stabilizer and provide longitudi- mately 4 inches maximum deflection), the el- nal (pitch) control of the airplane. The eleva- evators rotate up, causing the nose of the tors are mechanically controlled through aircraft to pitch up. By moving the control col- cables by either pilot moving the control yoke umn forward (approximately 3 inches maxi- fore and aft, or by the autopilot pitch servo. mum deflection), the opposite motion occurs. The pitch system is a manual system consist- A single pitch servo is mechanically connected ing of conventional mechanical flight control to the elevator cables. When the autopilot is en- components. A cable run from the pilot and gaged, the pitch servo provides autopilot input copilot control yokes to a common elevator to the elevator system in response to the AFCS pulley provides output to the elevator sur- commands. faces. The aft elevator pulley is attached to each surface by a pushrod and horn. Motion Normally, the autopilot can be disengaged by: from the aft elevator pulley is transmitted to • Pressing the AP or YD button on the the elevators by their respective pushrod. AFCS controller In the event of engine rotor non contain- • Pressing the AP TRIM DISC switch on ment, separate elevator trim systems pro- either control yoke vide sufficient pitch control for elevator • Commanding electric pitch trim control redundancy. The pitch servo can also be manually overrid- den by either pilot applying a force to the 15-4 510OM-00 CITATION MUSTANG OPERATING MANUAL control yoke. For information on the AFCS The yoke position and the visual obstruction (including autopilot), refer to Chapter 16— from the flag provide unmistakable warning “Avionics.” of control lock engagement. To insert the lock: • Rotate the yoke to the center position so CONTROL LOCK the receptacle in the bushing and the re- SYSTEMS ceptacle on the control yoke are aligned. • Move the yoke forward until both ends Control locks, when engaged, restrain the pri- of the pin can be inserted into their re- mary flight controls. The control lock system spective receptacles. prevents damage to the control surfaces and • Insert the U-shaped pin of the flag de- systems from wind gusts striking the aircraft vice into the receptacles. while it is on the ground. There are two parts to the control lock system: aileron/elevator • Check the control wheel is locked in control lock and rudder lock. both pitch and roll. When removing the lock: Aileron/Elevator Control Lock • Grasp the U-shaped pin between the re- To lock the aileron and elevator control surfaces, ceptacles (with the right hand) and re- a removable flag-insert device fits through a move, raising it straight up until clear of hole in both the control yoke bushing at the con- both receptacles. trol panel and the back of the pilot control yoke • Stow the control lock. (Figure 15-3). A special U-shaped lock pin locks the yoke in a most-forward position, nose • Check the control yoke is free and clear down with the wheel at ailerons-neutral. The for both roll and pitch. U-shape of the pin ensures that no single pin device can engage the lock. The device, in- Rudder Lock stalled from the top, pins the control yoke to the instrument panel.
Load more

Recommended publications
  • A “Short Course” on Ice and the TBM
    A “Short Course” on Ice and the TBM. Icing is topical at the present time as a result of a recent accident in a TBM. I have had a number of conversations with pilots who I would consider knowledgeable and it is apparent that there is a lot of confusion surrounding this subject. Also noting on line posts this confusion is not limited to owner pilots. I have had occasion to be a victim of my own stupidity in a serious icing condition years ago and I can vouch that icing is a deadly serious situation in more ways than one. Before going on with the subject we want to stipulate that the data we are about to provide is a summary of information that is to be found on line, along with narrative and data provided from knowledgeable instructors, if any of the data provided conflicts with anything you have been taught we urge you to satisfy yourself as to which data is correct. TBM operators fly in the same airspace where we find Part 25 aircraft (Commercial Category) aircraft. There is a big difference in how these two categories of aircraft are affected by icing conditions. A 767 will often be climbing at over 300 kts and 4000+ ft/min at typical icing altitudes. This creates two very distinct advantages for the 767: first, their icing exposure time may be less than 1/3 of ours. Second, icing conditions are a function of TAT (Total Air Temperature), not SAT (static air temp). TAT is warmer than SAT because of the effects of compressibility as the airplane operates at faster and faster speeds.
    [Show full text]
  • Cessna Owner Magazine Article, October 2017
    The following article appeared in the October 2017 edition of CESSNA OWNER magazine, the official publication of the Cessna Owner Organization. Whether for business or pleasure, the Official Publication of the Cessna Owner Organization Since 1975 Cessna Owner Organization is dedicated to assisting CESSNA>> October 2017 aircraft owners in OWNER MAGAZINE their continual pursuit to become better, TKS smarter and safer ROTECTION owners and pilots. ICE P Since 1975, the Liquid Armor for the collective knowledge War on Icing and experience of its members has saved owners countless hours of downtime and thousands of dollars in operational expenses. www.cessnaowner.org www.facebook.com/ CessnaOwnerOrganization Est. 1975 Not a member? Learn more at www.CessnaOwner.org TKS Ice Protection Liquid Armor for the War on Icing By Scott Sherer here are many people out accumulation before launching. I wind is strong and the wind chill there who really like snow also have a heavy-duty tug for get- is very low. The winter cloud in Tsports; things like skiing, ting my bird in and out of the han- Wisconsin is dark and grey. (I say snowboarding, ice skating, hockey, gar quickly, and the Janitrol fur- “cloud” and not “clouds” because we snowmobiling and all of those other nace, along with an assortment of seem to have only one cloud here sports that you typically see during other engine and interior warming and it covers the entire state from the winter Olympics. I’m sure that contraptions, helps to get my plane November well into January!) many aviators enjoy some of these warm and ready fast.
    [Show full text]
  • Leading the Charge We Put TBM 940 Speedster Through Its Paces for NBAA
    15-21 October 2019 I flightglobal.com FLIGHT TEST Leading the charge We put TBM 940 speedster through its paces for NBAA £3.90 Wow, how? ACES high 42 Questions remain over defunct US Air Force boosts Collins Icelandic carrier’s comeback 13 with ejection seat deal 20 9 770015 371310 FLIGHT TEST Power of one Turboprop-single family has been a market success since launch in 1988, amassing sales of more than 900 units across three variants Daher has delivered a compelling offer for owner-flyers, with a range of enhancements on the TBM 940 providing an edge over the piston-twin segment. We put it through its paces MICHAEL GERZANICS POMPANO BEACH have allowed single-engined designs to make to be efficient. Airspace congestion, however, inroads into the twin-turbine segment. can make reaching optimum altitudes for jets he single-engined turboprop market The growth of the single-engined turbo- problematic, so their real-world range can be is populated by numerous aircraft of prop segment is based on the near-bulletproof shorter. Jets also have higher direct operating varying configurations. In broad reliability and scalability of the PT6 family. costs, however. T strokes, it can be broken down into This paradigm shift from piston-twins to tur- Runway performance and training require- two segments: fast, low-winged aircraft and bine-singles is conceptually on par with ex- ments are also two factors that fuel the single- slower, more spacious high-winged designs. tended twin-engine operations authorisations engined turboprop segment, because runway In the West, these diverse offerings share a all but killing off three- and four-engined civil length for turboprops is shorter than that single critical component – their engine.
    [Show full text]
  • LORD Flight Control Equipment
    LORD Flight Control Equipment ELECTROMECHANICAL SOLUTIONS LORD provides customers innovative offerings globally with best-in-class cockpit controls • Inceptors to convert pilot inputs into flight control system commands • Force feedback optimized for pilot effectiveness • Electromechanical actuators for deployment of doors, landing gear, vents and control surfaces • Worldwide distribution, repair and overhaul network with AOG stock, servicing OEMs and end users Typical Applications: Benefits: • Cockpit Controls/ • Enable safer flights Inceptors Flight Controls for Business and Commercial Aircraft • Reduce pilot workload • Actuators • Reduce aircraft weight • Sensors • Optimize drag of wings • Dampers Side Stick • Enhance pilot comfort Throttle Control Flaps and Spoiler Levers Electric Pedals Actuator Systems for Aircraft and Helicopters • Door Systems • Flight Control Systems • Force Feel Systems • Locking Systems Our extensive experience in commercial fixed wing flight control systems and our innovative active vibration control systems in helicopters combine to make us a great partner for providing advanced flight control interfaces for aerospace applications. Cockpit Control Solutions LORD inceptors provide functional and ergonomic interfaces between pilots and various aircraft systems. Our Cockpit Control solutions are compact and lightweight and can be seamlessly integrated into cockpit designs. LORD flight control inceptors can be tailored to sidestick or yoke based cockpit layouts. Pilot Interface with: Modular Inceptor Components: • Flight Control Systems • Force Feel Dampers • Engine Control Systems • RVDT Transducer Units • Landing Gear Systems • Force Transducer Units Integrated Inceptors: • Auto Throttle Control Unit • Speed Brake Control Unit • Flap and Slat Control Unit • Nose Wheel Steering Hand Wheel • Side Stick (or Yoke) • Rudder and Brake Pedals Electromechanical Actuators Current aircraft primarily use hydraulic actuators to move surfaces and manage the landing gear operations.
    [Show full text]
  • F-117A Accident During Air Show Flyover Caused by Omission of Fasteners in Wing-Support Structure
    FLIGHT SAFETY FOUNDATION Aviation Mechanics Bulletin SEPTEMBER–OCTOBER 1998 F-117A Accident during Air Show Flyover Caused by Omission of Fasteners in Wing-support Structure FLIGHT SAFETY FOUNDATION Aviation Mechanics Bulletin Dedicated to the aviation mechanic whose knowledge, craftsmanship and integrity form the core of air safety. Robert A. Feeler, editorial coordinator September–October 1998 Vol. 46 No. 5 F-117A Accident during Air Show Flyover Caused by Omission of Fasteners in Wing-support Structure.......................................................... 1 Maintenance Alert ...................................................................................... 9 News & Tips ............................................................................................... 13 AVIATION MECHANICS BULLETIN Copyright © 1998 FLIGHT SAFETY FOUNDATION INC. ISSN 0005-2140 Suggestions and opinions expressed in FSF publications belong to the author(s) and are not necessarily endorsed by Flight Safety Foundation. Content is not intended to take the place of information in company policy handbooks and equipment manuals, or to supersede government regulations. Staff: Roger Rozelle, director of publications; Wayne Rosenkrans, senior editor; Mark Lacagnina, senior editor; John D. Green, copyeditor; Rick Darby, editorial consultant; Karen K. Ehrlich, production coordinator; Ann L. Mullikin, assistant production coordinator; and David Grzelecki, librarian, Jerry Lederer Aviation Safety Library. Subscriptions: US$35 (U.S.-Canada-Mexico), US$40 Air Mail (all other countries), six issues yearly. • Include old and new addresses when requesting address change. • Flight Safety Foundation, Suite 300, 601 Madison Street, Alexandria, VA 22314 U.S. • Telephone: (703) 739-6700 • Fax: (703) 739-6708 We Encourage Reprints Articles in this publication, in the interest of aviation safety, may be reprinted, in whole or in part, in all media, but may not be offered for sale or used commercially without the express written permission of Flight Safety Foundation’s director of publications.
    [Show full text]
  • Evaluation of Two Unique Side Stick Controllers in a Fixed-Base Flight Simulator
    NASA/TM-2003-212042 Evaluation of Two Unique Side Stick Controllers in a Fixed-Base Flight Simulator Jann Mayer and Timothy H. Cox NASA Dryden Flight Research Center Edwards, California December 2003 The NASA STI Program Office…in Profile Since its founding, NASA has been dedicated • CONFERENCE PUBLICATION. to the advancement of aeronautics and space Collected papers from scientific and science. The NASA Scientific and Technical technical conferences, symposia, seminars, Information (STI) Program Office plays a key or other meetings sponsored or cosponsored part in helping NASA maintain this by NASA. important role. • SPECIAL PUBLICATION. Scientific, The NASA STI Program Office is operated by technical, or historical information from Langley Research Center, the lead center for NASA programs, projects, and mission, NASA’s scientific and technical information. often concerned with subjects having The NASA STI Program Office provides access substantial public interest. to the NASA STI Database, the largest collection of aeronautical and space science STI in the • TECHNICAL TRANSLATION. English- world. The Program Office is also NASA’s language translations of foreign scientific institutional mechanism for disseminating the and technical material pertinent to results of its research and development activities. NASA’s mission. These results are published by NASA in the NASA STI Report Series, which includes the Specialized services that complement the STI following report types: Program Office’s diverse offerings include creating custom thesauri, building customized databases, organizing and publishing research • TECHNICAL PUBLICATION. Reports of results…even providing videos. completed research or a major significant phase of research that present the results of For more information about the NASA STI NASA programs and include extensive data Program Office, see the following: or theoretical analysis.
    [Show full text]
  • Kc-10A, T/N 83-0080 9Th Air Refueling Squadron 60Th Air Mobility Wing Travis Air Force Base, California
    UNITED STATES AIR FORCE AIRCRAFT ACCIDENT INVESTIGATION BOARD REPORT KC-10A, T/N 83-0080 9TH AIR REFUELING SQUADRON 60TH AIR MOBILITY WING TRAVIS AIR FORCE BASE, CALIFORNIA LOCATION: NEAR MOUNTAIN HOME AFB, IDAHO DATE OF ACCIDENT: 1 NOVEMBER 2016 BOARD PRESIDENT: COL PERRY M. LONG III Conducted IAW Air Force Instruction 51-503 ACTION OF THE CONVENING AUTHORITY 1 0 JUL 2117 The report of the accident investigation board, conducted under the provisions of AFI 51-503, that investigated the 1 November 2016 mishap that occurred near Mountain Home Air Force Base, Idaho, involving KC-10A, T/N 83-0080, assigned to the 60th Air Mobility Wing, Travis Air Force Base, California, complies with applicable regulatory and statutory guidance and on that basis is approved. \\signed\\ fHOMA^J; Major General, U| Vice Commander United States Air Force Accident Investigation Board Report Class A Mishap, Near Mountain Home AFB, ID EXECUTIVE SUMMARY UNITED STATES AIR FORCE AIRCRAFT ACCIDENT INVESTIGATION KC-10A, T/N 83-0080 NEAR MOUNTAIN HOME AFB, IDAHO 1 NOVEMBER 2016 On 1 November 2016, at 1546 hours Zulu time (Z), a United States Air Force KC-10A Extender, tail number 83-0080, the mishap aircraft, assigned to the 60th Air Mobility Wing, departed from its home station of Travis Air Force Base (AFB), California, on a training mission in support of two flights of F-15s and a C-17. The scheduled flight profile was a formation departure from Travis AFB, refueling for approximately one hour with the F-15s, refueling training for approximately 1 hour 15 minutes with the C-17, and approximately one half hour of approach training before landing at Travis AFB.
    [Show full text]
  • Flight Deck Solutions, Technologies and Services Moving the Industry Forward Garmin Innovation Brings Full Integration to Business Flight Operations and Support
    FLIGHT DECK SOLUTIONS, TECHNOLOGIES AND SERVICES MOVING THE INDUSTRY FORWARD GARMIN INNOVATION BRINGS FULL INTEGRATION TO BUSINESS FLIGHT OPERATIONS AND SUPPORT From web-based flight planning, fleet scheduling and tracking services to integrated flight display technology, head-up displays, advanced RNP navigation, onboard weather radar, Data Comm datalinks and much more — Garmin offers an unrivaled range of options to help make flying as smooth, safe, seamless and reliable as it can possibly be. Whether you operate a business jet, turboprop or hard-working helicopter, you can look to Garmin for industry-leading solutions scaled to fit your needs and your cockpit. The fact is, no other leading avionics manufacturer offers such breadth of capability — or such versatile configurability — in its lineup of flight deck solutions for aircraft manufacturers and aftermarket upgrades. When it comes to bringing out the best in your aircraft, Garmin innovation makes all the difference. CREATING A VIRTUAL REVOLUTION IN GLASS FLIGHT DECK SOLUTIONS By presenting key aircraft performance, navigation, weather, terrain routings and so on. The map function is designed to interface with a and traffic information, in context, on large high-resolution color variety of sensor inputs, so it’s easy to overlay weather, lightning, traffic, displays, today’s Garmin glass systems bring a whole new level of terrain, towers, powerlines and other avoidance system advisories, as clarity and simplicity to flight. The screens offer wide viewing angles, desired. These display inputs are selectable, allowing the pilot to add advanced backlighting and crystal-sharp readability, even in bright or deselect overlays to “build at will” the map view he or she prefers for sunlight.
    [Show full text]
  • Hondajet Model HA-420
    Honda Aircraft Company PILOT’S OPERATING MANUAL HondaJet Model HA-420 Original Issue: December 10, 2015 Revision B2: March 3, 2017 This Pilot’s Operating Manual is supplemental to the current FAA Approved Airplane Flight Manual, HJ1-29000-003-001. If any inconsistencies exist between this Pilot’s Operating Manual and the FAA Approved Airplane Flight Manual, the FAA Approved Airplane Flight Manual shall be the governing authority. These commodities, technology, or software were exported from the United States in accordance with the Export Administration Regulations. Diversion contrary to U.S. law is prohibited. P/N: HJ1-29000-005-001 Copyright © Honda Aircraft Company 2016 FOR TRAINING PURPOSES ONLY Honda Aircraft Company Copyright © Honda Aircraft Co., LLC 2016 All Rights Reserved. Published by Honda Aircraft Company 6430 Ballinger Road Greensboro, NC 27410 USA www.hondajet.com Copyright © Honda Aircraft Company 2016 FOR TRAINING PURPOSES ONLY Honda Aircraft Company LIST OF EFFECTIVE PAGES This list contains all current pages with effective revision date. Use this list to maintain the most current version of the manual: Insert the latest revised pages. Then destroy superseded or deleted pages. Note: A vertical revision bar in the left margin of the page indicates pages that have been added, revised or deleted. MODEL HA-420 PILOT’S OPERATING MANUAL Title Page ...................................................................... March 3, 2017 Copyright Page ............................................................. March 3, 2017 List of Effective Pages .................................................. March 3, 2017 Record of Revisions ..................................................... March 3, 2017 Record of Temporary Revisions ................................... March 3, 2017 List of Service Bulletins ............................................... March 3, 2017 Documentation Group .................................................. March 3, 2017 SECTION 1 – SYSTEMS DESCRIPTION Pages 1 – 232 ..........................................................
    [Show full text]
  • The Gulfstream IV Operator Had All the Appearance of a Good Operation But
    SAFETY REPORT The Gulfstream IV operator had all the appearance of a good operation but the flightcrew lacked cockpit discipline NTSB finds widespread non-compliance with checklist use and control checks, leading to this tragic BED runway overrun crash. Paved overrun Source: Massachusetts State Police Main wreckage Flightcrew failure to review the checklist and release the gust lock prior to the takeoff run of Gulfstream IV N121JM on BED’s 7000-ft Rwy 11 as well as failure to be time-sensitive and abort the takeoff before running out of runway length led to destruction of the aircraft and the deaths of all occupants aboard. By Robert Sumwalt Gulfstream IV N121JM was frequently used for air transportation both NTSB Board Member domestically and overseas by Lewis Katz, the well-known and highly ATP/CFII/FE. Airbus A320, King Air 350, Boeing respected publisher of The Philadelphia Inquirer newspaper. 737, Fokker F28, Fokker 100 s often is the case in corporate aviation, the pas- at 1325 edt for the short hop to ACY, where they picked up sengers were running a few hours late. The 2 pi- the 4 passengers and flew them to BED (Hanscom Field, Alots and flight attendant decided to pass the time Bedford MA). After the passengers attended a charity event, by ordering a pizza and eating in the comfort of the cabin the plan was to return them to ACY and then reposition the of N121JM, the Gulfstream IV they had operated for 7 Gulfstream back to its home base at ILG. years. When the billionaire principal showed up with 3 Tragically, the evening didn’t end that way.
    [Show full text]
  • Approaches to Assure Safety in Fly-By-Wire Systems: Airbus Vs
    APPROACHES TO ASSURE SAFETY IN FLY-BY-WIRE SYSTEMS: AIRBUS VS. BOEING Andrew J. Kornecki, Kimberley Hall Embry Riddle Aeronautical University Daytona Beach, FL USA <[email protected]> ABSTRACT The aircraft manufacturers examined for this paper are Fly-by-wire (FBW) is a flight control system using Airbus Industries and The Boeing Company. The entire computers and relatively light electrical wires to replace Airbus production line starting with A320 and the Boeing conventional direct mechanical linkage between a pilot’s 777 utilize fly-by-wire technology. cockpit controls and moving surfaces. FBW systems have been in use in guided missiles and subsequently in The first section of the paper presents an overview of military aircraft. The delay in commercial aircraft FBW technology highlighting the issues associated with implementation was due to the time required to develop its use. The second and third sections address the appropriate failure survival technologies providing an approaches used by Airbus and Boeing, respectively. In adequate level of safety, reliability and availability. each section, the nature of the FBW implementation and Software generation contributes significantly to the total the human-computer interaction issues that result from engineering development cost of the high integrity digital these implementations for specific aircraft are addressed. FBW systems. Issues related to software and redundancy Specific examples of software-related safety features, techniques are discussed. The leading commercial aircraft such as flight envelope limits, are discussed. The final manufacturers, such as Airbus and Boeing, exploit FBW section compares the approaches and general conclusions controls in their civil airliners. The paper presents their regarding the use of FBW technology.
    [Show full text]
  • FLIGHT MULTI PANEL Professional Autopilot Cockpit Simulation Controller Contrôleur De Pilotage Automatique Pro Pour Simulateur De Cockpit
    FLIGHT MULTI PANEL Professional Autopilot Cockpit Simulation Controller Contrôleur de pilotage automatique pro pour simulateur de cockpit USER GUIDE | GUIDE DE L’UTILISATEUR logitechG.com 3 ENGLISH 8 FRANÇAIS 13 ESPAÑOL 18 PORTUGUÊS 3 INTRODUCTION The Multi Panel interacts with Microsoft Flight Simulator X to control a range of functions, including auto pilot settings, flaps and trim controls. SETTINGS ADJUSTMENT WHEEL AUTO THROTTLE ARM AUTOPILOT SETTINGS SELECTOR PITCH TRIM ROTARY CONTROL AUTOPILOT FUNCTIONS FLAPS RETRACT (UP) BUTTONS OR EXTEND (DOWN) 4 English INSTALLATION Fix the Multi Panel to the supplied mounting bracket. Insert the screws through the holes at the corners of the Panel into the bracket behind and tighten. If you already own a Logitech G Flight Yoke System, you can mount the Panel and bracket on top of the Yoke unit using the screws provided. 1 2 3 INSTALLATION FOR WINDOWS® 10, WINDOWS® 8.1 AND WINDOWS® 7 DRIVER INSTALLATION 1 Visit logitech.com/support/multi-panel to download the latest drivers and software for your operating system. 2 With device disconnected, follow the onscreen instructions to complete the installation. 3 At the Driver Setup screen, only when prompted, insert USB cable into one of your computer’s USB ports, then click Next. 5 English USING THE LOGITECH G FLIGHT MULTI PANEL Button Autopilot function AP Master switch to engage or disengage the autopilot HDG Plane will fly to selected compass heading NAV Plane will fly to selected NAV1 frequency or GPS IAS Plane will fly at selected indicated airspeed ALT Plane will fly to and maintain selected altitude VS Plane will climb or descend at selected vertical speed APR Plane will fly on approach to runway localizer REV Plane will fly on a back course from the localizer ADJUSTING AUTOPILOT SETTINGS To change the values of the autopilot settings, first turn the selector switch on the left side of the Multi Panel to the function you want to adjust.
    [Show full text]