Midterm Moule 3 Lecture

Republic of the Philippines
PHILIPPINE STATE COLLEGE OF AERONAUTICS

Villamor, Piccio Garden, Pasay City
Acc. No.: M2700903PM
Certificate Number: AJA16.0920
AIRCRAFT MAINTENACE TECHNOLOGY
Institute of Engineering and Technology

Aircraft Maintenance Technology
AMT 1202 AIRCRAFT FLIGHT CONTROLS
Prepared by: MARK JOHN G. CORSINO

AMT Technical Instructor
AMT 1202 AIRCRAFT FLIGHT CONTROLS Page 1

MODULE II: FLY-BY-WIRE SYSTEM
Lecture
TABLE OF CONTENTS
REF. PAGE
TOPIC NO. NO.
FLY-BY-WIRE SYSTEM 1-2 4-9

Assignment 10
Formative assessment
Formative assessment
TABLE OF REFERENCES
REFERENCES Ref no.
Flight_Control_Laws available from 1

https://www.skybrary.aero/index.php/
Fly-By-Wire available from https://www.skybrary.aero/index.php/ 2

LEARNING OUTCOMES
Course Learning Outcomes
[CLO]
Module Learning Outcomes

CLO 6. Identify and select [MLO]
aircraft hardware and materials
for flight control system. Topic Learning Outcomes
CLO 7. Describe the uses of MLO 1 Apprehend the principle [TLO]
the hardware and software in and operation of Fly-by-wire
the flight control system system
TLO 5 Describe the
MLO 2 describe and identify the operation of the Fly-by-wire
operation of the Fly-by-wire system
system
TLO 6 Identify the operation
of the Fly-by-wire system
TIMEFRAME:
You should be able to complete this module including all the self-assessments,
research works, assignments, and other performance tasks within 7.86 hours.

FLY-BY-WIRE SYSTEM
Fly-by-Wire (FBW) is the generally accepted term for those flight control systems
which use computers to process the flight control inputs made by the pilot or autopilot,
and send corresponding electrical signals to the flight control surface actuators. This
arrangement replaces mechanical linkage and means that the pilot inputs do not
directly move the control surfaces. Instead, inputs are read by a computer that in turn
determines how to move the control surfaces to best achieve what the pilot wants in
accordance with which of the available Flight Control Laws is active.
Why it is useful
The advantages of reduced weight, improved reliability, damage tolerance, and more
effective control of a necessarily highly maneuverable aircraft, were first recognized in
military aircraft design. The first aircraft to have FBW for all its flight controls in place
of direct mechanical or hydraulically-assisted operation, was the F-16 in 1973. In the
context of military fast jet need for agility, and therefore relatively more unstable
aircraft, FBW provides the ability to ensure that unintended increases in angle of attack
or sideslip are detected and rapidly, and automatically, resolved by marginally
deflecting the control surfaces in the opposite way while the problem is still small. FBW
also enables highly reliable flight envelope protection systems which, provided the
FBW system functions at its normal level, significantly enhances safety.
How it Works
The principle used is that of error control in which the position of a control surface (the
output signal) is continually sensed and ‘fed back’ to its flight control computer (FCC).
When a command input (the input signal) is made by the pilot or autopilot, the
difference between the current control surface position and the apparently desired
control surface position indicated by the command is analyzed by the computer and
an appropriate corrective signal is sent electrically to the control surface. Feedback
compensation functions as error control and the FCC regulates the system by

comparing output signals to input signals. Any error between the two becomes a
command to the flight control surface until output equals input.
In an FBW system the signal route from FCC to control surface is called the forward
path while the signal route from the control surface to the FCC is called the feedback
loop or path. Gain is the amplification or attenuation which is applied to the forward
signal to achieve the desired aircraft response. A filter may be used to block feedback
of signals or motion which occur at an undesirably frequent interval.
An advantage of a feedback system such as this is that the flight control system (FCS)
can be used to reduce sensitivity to changes in basic aircraft stability characteristics
or external disturbances. The autopilot, a stability augmentation system (SAS), and a
control augmentation system (CAS), are all feedback control systems.
In a SAS, a damper function is formed in the feedback loop and usually has low gain,
or authority, over a control surface. A CAS is implemented in the forward path and
represents high-authority "power steering," providing consistent response over widely
varying flight conditions. The CAS and SAS principles were used independently in
military aircraft prior to fly-by-wire, integrated into an FCS, they can operate with more
precision and much greater flexibility. Consistent aircraft response is achieved over a
broad flight envelope through CAS gains that are programmed as functions of
airspeed, mach, center-of-gravity position, and configuration.
Airbus Flight Control Systems
Airbus aircraft designs subsequent to the A300/A310 are almost exclusively controlled
by fly-by-wire equipment. These newer aircraft, including the AIRBUS A-320, A330
Family, A340 Family, A350 and AIRBUS A-380-800 operate under Airbus flight control
laws. There are some differences in the electrical architecture, the number and the
naming of the flight control computers between types. As an example, the A320 has a
total of seven flight control computers - two ELACs (Elevator Aileron Computer), three
SECs (Spoilers Elevator Computer) and two FACs (Flight Augmentation Computers)
- whereas the A330 has a total of five computers - three PRIMs (Flight Control Primary

Computer) and two SECs (Flight Control Secondary Computer). On both aircraft, a
single flight control computer is capable of providing complete aircraft control in the
most basic of Airbus control laws, Direct Law. Mechanical Back Up is incorporated into
the system design to allow limited control of the aircraft while recovering from a
temporary total electrical failure.
The flight controls on Airbus fly-by-wire aircraft are all electronically controlled and
hydraulically activated. Some surfaces, such as the rudder and the horizontal
stabilizer, can also be mechanically controlled. While in normal flight the computers
act to prevent excessive forces in the pitch and roll axes. The following discussion is
based on the A330 but much of the information also applies to other Airbus types.
Information from numerous sources including pilot sidesticks and rudder pedals, the
Air Data Inertial Reference Units (ADIRUs), the Landing Gear Control Interface Units
(LGCIU), the Slat Flap Control Computers (SFCC), the Flight Management Guidance
Computers (FMGC) and the accelerometer is sent to the five flight control computers.
There, dependent upon the active control law, the aircraft speed, altitude,
configuration, attitude, phase of flight and numerous other parameters, the sidestick
and rudder pedal or autopilot commands are interpreted and the appropriate control
deflection signals are sent to the control actuators. Two Flight Control Data
Concentrators (FCDC) also acquire data from the Primary and Secondary Flight
Control Computers and send it to the Electronic Instrument System (EIS) to feed pilot
displays and to the Central Maintenance Computer (CMC).
There are three primary flight control laws - Normal Law, Alternate Law and Direct
Law. Alternate Law is further subdivided into Alternate Law 1 and Alternate Law 2. The
degradation to one or the other of the Alternate Law options is dependent upon the
type of failure. Each of the three laws has different sub modes inclusive of ground
mode, flight mode and flare mode. Mechanical Back Up is designed to allow the pilots
to maintain control of the aircraft while restoring flight control computers after a
complete power interruption.

Normal Law
Flight control Normal Law provides three axis control, flight envelope protection and
manoeuver load alleviation. Normal Law operates in difference modes depending on
the stage of flight. These modes include:
 Ground Mode
 Flight Mode
 Flare Mode
Ground mode
Ground mode is active whilst the aircraft is on the ground. The auto trim feature is
turned off and there is a direct relationship between side stick deflection and elevator
response. The horizontal stabilizer is automatically set to 4° up but manual settings
(e.g. for center of gravity) override this setting. Immediately after the wheels leave the
ground, flight mode progressively takes over from ground mode. The reverse occurs
after touch down during the landing phase.
Flight Mode
The flight mode of Normal Law provides five types of protection: pitch attitude, load
factor limitations, high speed, and high-AOA and bank angle. In addition, Low Speed
Protection is available in certain phases of flight. Normal Law flight mode is operational
from take-off and remains active until 100 feet above the ground during the landing
phase. Failure of certain systems or multiple failures will result in degradation of
Normal Law to Alternate Law (ALT 1 or ALT2).
Unlike conventional controls, in Normal Law flight mode the side stick provides a load
factor proportional to stick deflection which is independent of aircraft speed. When the
side stick is neutral in manual flight, the system will maintain a 1g load factor and the
aircraft will remain in level flight with no requirement for the pilot to change the elevator

trim, even during a speed or configuration change. For manual turns up to 33° bank,
no side stick back pressure is required as the system automatically trims the aircraft
to maintain level flight. The system freezes the auto-trim when the angle of attack
becomes excessive, the load factor exceeds 1.3g or when the bank angle exceeds
33°. If these situations occur as the result of a deliberate maneuver, the pilot must
apply back pressure on the sidestick to maintain the selected attitude. In all
cases, Load Factor Protection automatically limits the control inputs so that the aircraft
remains within AOM "g" limitations and Pitch Attitude Protection limits the aircraft
attitude to a maximum of 30° nose up or 15° nose down.
High Angle of Attack Protection, which protects against stalling and the effects of winds
hear has priority over all other protection functions. The protection engages when the
angle of attack is between α-Prot and α-Max and limits the angle of attack commanded
by the pilot's side stick to α-Max even with full side stick deflection. If the autopilot is
engaged, it is automatically disengaged with activation of High Angle of Attack
Protection. α-Floor (automatic application of TOGA thrust) may be activated by the
auto thrust system if engagement parameters are met.
High Speed Protection will engage to automatically recover from high speed upset.
There are two speed limitations for high altitude aircraft, VMO (Velocity Maximum
Operational) and MMO (Mach Maximum Operational). The two speeds are the same
at approximately 31,000 feet, below which overspeed is determined by VMO and
above 31,000 feet by MMO. Activation of High Speed Protection results in reducing
the positive spiral static stability of the aircraft from its normal 33° to 0° which means
that if the pilot releases the sidestick, the aircraft will roll to a wings level attitude. It
also reduces the sidestick nose down authority and applies a permanent nose up order
to help reduce speed and recovery to normal flight. Activation of High Speed
Protection results in automatic autopilot disengagement. Once the speed has
decreased below VMO/MMO, Normal Law is restored and the autopilot can be re-
engaged.

Bank Angle Protection limits the maximum bank angle of the aircraft. Within the normal
flight envelope, if the sidestick is released when bank angle is above 33°, the bank
angle is automatically reduced to 33°. With full sidestick deflection, the maximum
achievable bank angle is 67°. If either Angle of Attack or High Speed Protection are
active, full sidestick deflection will result in a maximum bank angle of 45°. With High
Speed Protection active, release of the sidestick will cause the aircraft to return to a
wings level (0° bank) attitude.
Low Energy Protection is also available while in Normal Law when the aircraft is
between 100' and 2000' with flaps set at configure 2 or greater. The low energy
warning is computed by the PRIMs using parameters of configuration, airspeed
deceleration rate and flight path angle. The aural warning "Speed Speed Speed"
indicates to the pilot that aircraft energy has become too low and that power must be
added to recover a positive flight path angle. α-Floor protection is available and will
engage if pilot actions are inappropriate or insufficient.
Flare mode
This mode is automatically engaged when the radar altimeter indicates 100 feet above
ground and provides for a direct sidestick to elevator relationship. At 50 feet the aircraft
trims the nose slightly down requiring the pilot to progressively move the sidestick
rearward emulating a conventional control input for landing.

Assignment
1. What is the function of the fly-by-wire in the light aircraft? Find the function of it.

Formative Assessments (You have 120 Minutes to answer)

Essay
1. What is the importance of the Fly-by-wire?
2. Does the 3 normal law are helpful in the Airbus? How? And why?
3. Differentiate the 3 law mode
Honesty Clause
My signature below constitutes my pledge that all of the writing is my own work, with
the exception of those portions which are properly documented.
________________________ _____________________
Students Name and Signature Parent/Guardian Signature

Formative Assessment (You have 15 minutes to answer)
Identify the following ACRONYM
1. FCC
2. CAS
3. SFCC
4. FCS
5. SAS
6. ELAC
7. α-Floor
8. VMO
9. EIS
10. FMGC
11. LGIU
12. CMC
13. MMO
14. FBW
15. FCDC
Honesty Clause
My signature below constitutes my pledge that all of the writing is my own work, with
the exception of those portions which are properly documented.
________________________ _____________________
Students Name and Signature

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Republic of the Philippines

PHILIPPINE STATE COLLEGE OF AERONAUTICS

Institute of Engineering and Technology

Prepared by: MARK JOHN G. CORSINO

AMT 1202 AIRCRAFT FLIGHT CONTROLS Page 1

MODULE II: FLY-BY-WIRE SYSTEM

FLY-BY-WIRE SYSTEM 1-2 4-9

REFERENCES Ref no.

Flight_Control_Laws available from 1

AMT 1202 AIRCRAFT FLIGHT CONTROLS Page 2

Module Learning Outcomes

AMT 1202 AIRCRAFT FLIGHT CONTROLS Page 3

AMT 1202 AIRCRAFT FLIGHT CONTROLS Page 4

Airbus Flight Control Systems

AMT 1202 AIRCRAFT FLIGHT CONTROLS Page 5

AMT 1202 AIRCRAFT FLIGHT CONTROLS Page 6

AMT 1202 AIRCRAFT FLIGHT CONTROLS Page 7

AMT 1202 AIRCRAFT FLIGHT CONTROLS Page 8

AMT 1202 AIRCRAFT FLIGHT CONTROLS Page 9

AMT 1202 AIRCRAFT FLIGHT CONTROLS Page 10

Formative Assessments (You have 120 Minutes to answer)

Students Name and Signature Parent/Guardian Signature

AMT 1202 AIRCRAFT FLIGHT CONTROLS Page 11

Formative Assessment (You have 15 minutes to answer)

Identify the following ACRONYM

Students Name and Signature

AMT 1202 AIRCRAFT FLIGHT CONTROLS Page 12

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