Fly-by-wire (FBW)

Fly-by-wire is the name given to the electrical/ electronic flight control system now used in all modern
passenger aircraft. FBW was first introduced on a commercial passenger aircraft (the Airbus A320) in
1988. Rather than mechanical linkages operating hydraulic actuators, fly-by-wire systems move flight
control surfaces (ailerons, rudders etc) using electrical wire connections driving motors. At the heart of
the system are computers that convert the pilot’s commands into electrical signals which are
transmitted to the motors, servos and actuators that drive the control surfaces. One problem with this
system is the lack of ‘feel’ that the pilot experiences. Another is a concern over the reliability of FBW
systems and the consequences of computer or electrical failure. Because of this, most FBW systems
incorporate redundant computers as well as some kind of mechanical or hydraulic backup. FBW offers
several important advantages. Computer

control reduces the burden on a pilot and makes it possible to introduce automatic control. Another
significant advantage of FBW is a significant reduction in aircraft weight which in turn reduces fuel
consumption and helps to reduce undesirable CO2 emissions. Computer control can also help to ensure
that an aircraft is flown more precisely and always within its ‘flight protection envelope’. The crew are
thus able to cope with emergency situations without running the risk of exceeding the flight envelope or
over-stressing the aircraft. Finally, fly-by-wire technology has made it possible for aircraft
manufacturers to develop ‘families’ of very similar aircraft. Airbus/EADS for instance has the 107-seat
A318 to the 555-seat A380, with comparable flight deck designs and handling characteristics. Crew
training and conversion is therefore shorter, simpler and highly cost-effective. Additionally, pilots can
remain current on more than one aircraft type simultaneously.

Flight Management System (FMS)

Modern Flight Management Systems (FMS) provide advanced flight planning and navigation capability.
Utilising existing combinations of avionics equipment including, GPS, VOR/DME, Inertial
Reference/Navigation Systems (IRS/INS) and dead reckoning data to provide en-route, terminal and non-
precision approach navigation guidance. Flight Management Systems typically provide:

• integrated automatic multi-sensor navigation • sensor monitoring and control • display/radar

control • moving map data display • Steering/pitch commands to autopilot • multiple waypoint lateral
navigation (LNAV) • optimised vertical navigation (VNAV) • time/fuel planning and predictions based on
the aircraft flight data • data based Departure Procedures (DP) • Standard Terminal Arrival Routes
(STAR) and approaches • integrated EFIS and radar control • system integrity and monitoring • flight
maintenance and execution.
Flight Management Systems (FMS) require three main elements:

• Flight Management Computer (FMC) • Display System (could be existing EFIS) • Data Base Storage
Unit (DBU for waypoint storage) • Control Display Unit (CDU) with keypad.

As with other flight safety critical systems the FMS can be a ‘dual fit’. Each system computes aircraft
position. Cross-checks between systems ensure the validity and accuracy of flight data, offering aircrew
the reassurance of dualredundant systems for position and navigation.
Prior to departure, waypoints (including those of the origin and destination) are entered into the FMC
via the Control Display Unit (CDU) to define the route (as many as 100 in some systems). FMS
initialisation also involves updating the FMS with operational flight parameters such as aircraft weight
and fuel load. The FMC’s navigational database includes airports and ground beacons and requires
periodic updating (every 28 days with 13 update cycles per annum). The update is usually distributed on
CDROM but requires floppy disk for installation on most aircraft (see pages 140 and 141). In flight, the
FMS uses its sensor inputs to calculate such variables as fuel consumption, airspeed, position, and
expected time of arrival (ETA).

Vertical flight limits are maintained by a Vertical Navigation (VNAV) system and the aircraft’s autopilot
system. VNAV monitors for correct speed and altitude (as determined in the flight plan) limits and
ensures they are maintained at waypoints. By combining these automatic functions, a flight can be made
almost entirely automatic, from initial take off to final touch down.