Automatización del Airbus en el mundo de la aviación - USMP · Automatización del Airbus en el...

Automatización del Airbus en el mundo de la aviación

Ing Ivan Ramirez Centro de ensayos de Airbus en

Toulouse-Francia

© AIRBUS S.A.S. All rights reserved. Confidential and propretary document.

Fly by wire aircraft




Fly by wire principles

Flight Handling

Contents



Fly by Wire principles


With conventional aircraft (A300-600, A310),

pilot orders are transferred

along cables, until they reach

the control surface to be moved.




With conventional aircraft (A300-600, A310),

pilot orders are transferred

along cables, until they reach

the control surface to be moved.

A320, A330 & A380 families : the cables

have been replaced by electrical wires :

FLY BY WIRE.




The Sidestick


In fly by wire aircraft, manual roll and pitch are

controlled by the side-sticks.



Flight Handling


Flight handling


a control

input

A surface deflection

The aircraft reaction depends

on speed, altitude, etc

Conventional aircraft :


Flight handling


Fly by wire aircraft :

a stick

input

Optimum control of the aircraft

COMPUTERS

Load Factor

Roll Rate

–A roll rate demand (an angle).

–A Nz load factor demand for pitch (not a pitch

angle)


Flight handling


• Computers process the electrical signal created by pilot orders.

COMPUTERS

PRIM 1A/1B

PRIM 2A/2B

PRIM 3A/3B

SEC 1

SEC 2

SEC 3

protection laws, flight controls

SLATS / FLAPS

Role :

– To ensure the optimum flight control

surface deflection.

– To improve safety : overspeed, stall,

windshear, manoeuvre & attitude

protections


•Autoflight System Functions •Navigation, Guidance and Piloting •AFS Operational use : FCU •FMS operational use : MFD •Autoflight HMI description •Operational logic : AP engagement/disengagement •Operational logic : ATHR engagement/disengagement •Mode operational logic A380-A350 •Longitudinal Modes / Control laws /target •Cruise mode sequencing •Automatic approach sequencing •Operations cat 2/cat 3

Agenda




Autoflight System functions




•Flight Guidance (FG) provides short-term lateral and vertical guidance,

including speed or Mach control, based on defined targets.

–Autopilot acts controls 3 axis (pitch, roll ,yaw) via

control surfaces and nose wheel steering to:




•Flight Guidance (FG) and Flight Director (FD).

•Hold target selected by crew (entered into

FCU : heading, vertical speed, altitude, …),




•Flight Guidance (FG).

•Follow a flight plan managed by FMS

(Climb , Cruise, Descent, Approach),





•Perform autoland and rollout until full stop





•Perform auto Go-around.





•Perform automatic Traffic Collision

Avoidance System (TCAS)

http://www.google.fr/url?url=http://fr.wikipedia.org/wiki/Traffic_Collision_Avoidance_System&rct=j&frm=1&q=&esrc=s&sa=U&ei=6fUzVP77OYPSaKW6gPgJ&ved=0CBQQFjAA&usg=AFQjCNHrTtgbPEKFy1DBuH2FFIndN9EI8Q










•Keeps Aircraft in the flight envelope (speed

protection)




•Flight Director (FD)

–Flight Director provides guidance cues displayed on

PFD, to enable in manual piloting to :




•Flight Director (FD)

•Perform auto Go-around.




•Flight envelope provides flight data and warning



Navigation, guidance and piloting




FLIGHT MANAGEMENT SYSTEM Navigation, Performance, Flight Planification, Guidance

FLIGHT GUIDANCE & AUTO-THRUST SYSTEM Control of trajectory and speed

FLIGHT CONTROL SYSTEM Attitude, Acceleration control, Servo loops surfaces

Piloting Orders

Guidance Objectifs

Surfaces orders

Sensors

Slats

and Flaps

Spoilers

Aileron

Elevator

Rudder



AFS Operational use : FCU


AFS Operational Use : FCU


• To engage the Systems : Auto-pilot, Flight directors, Auto Thrust

• To perform the targets selections (including baro setting)

• To engage the modes


AFS Operational Use : FCU A380




Flight Management System (FMS)

Operational use : Multi Fonction

Display (MFD)


FMS operational use :Multi Fonction Display (MFD)


• MFD on A380 & A350.


FMS operational use :Multi Fonction Display (MFD)


KEYBOARD and CURSOR CONTROL UNIT (KCCU)



Autoflight HMI description




•HMI functions: crew situation awareness

–Engaged systems / Mode of operation




–Achievable performance




Flight director : displayed on PFD




–Aircraft attitudes, flight parameters

–Lateral & vertical deviations (ILS approaches)




Flight Plan and Navigation Data: displayed on

Navigation Display (ND)


Warnings and different alerts: visual display and aural

warnings



–Loss of systems



warnings



–Downgradation of capability



warnings



–Excessive deviation



Operational logic : AP engagement /

disengagement


Operational logic : AP engagement/disengagement


–AP engagement is performed through a

dedicated FCU push button




•AP disengagement is obtained by : With

second action on FCU pushbutton


Action on one instinctive disconnect switch located on the

side stick




•AP disengagement is obtained by :

When excessive pitch attitude (-13/25) or bank angle

(+/-45) are reached




Flight control computers when flight envelope is

exceeded





Operational logic : ATHR engagement

/ disengagement


Operational logic : ATHR engagement/disengagement


• ATHR can be engaged by Flight Control Unit (FCU) ATHR P/B or

automatically engaged at Take off, Go around or Alpha floor.




• ATHR is disengaged by

Action on FCU P/B





Setting all throttle to idle (normal operation after landing)

IDLE

CLIMB

TAKE OFF and

GO AROUND

MCT REVERSER





Action on instinctive disconnect

INSTINCTIVE

DISCONNECT PBs

INSTINCTIVE

DISCONNECT PBs



Mode Operational logic : A350-A380


Mode operational logic A380-A350


AP/FD Lateral modes

Mode

NAV

LOC

HDG/TRACK


Mode operational logic A380-A350


AP/FD Vertical modes

Mode

Level changes

Climb/Descent

Open Climb/ Open Descent

Altitude hold

ALT

ALT CRZ

TCAS

V/S - FPA

G/S

SRS



Cruise phase mode sequencing


CRUISE PHASE MODE SEQUENCING




Automatic approach sequencing



Operations cat 2/cat 3




Decision height (DH):

The height at which a Go Around (GA) must be initiated unless

adequate visual reference has been established




Runway Visual Range

The maximum distance in the direction of takeoff or landing at which the runway, or

specified lights or markers delineating it, can be seen from a position above a

specified point on its centerline at a height corresponding to the average eye level of

pilots at touch-down


Airworthiness requirements


Rollout

If RVR< 100m


© Airbus S.A.S. All rights reserved. Confidential and proprietary document. This document and all information contained herein is the sole property of AIRBUS. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof. AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380, A400M are registered trademarks.

Automatización del Airbus en el mundo de la aviación - USMP · Automatización del Airbus en el...

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