SIASA project

This project is funded by the European Union

and implemented by EASA.

Introduction
Fly By Wire Aircraft &
New Technology
Yannick DUMOLLARD
Aircraft Dispatch and MEL Expert

Technology Evolution – Impact on Airworthiness

23-24 September 2014, Windhoek, Namibia

TE.GEN.00409-001
 Airbus cockpit

Airbus Fly-by-Wire Aircraft

2
 Airbus cockpit

Airbus Fly-by-Wire Aircraft

3
 Fly-by-Wire Concept

Non Fly-by-Wire Aircraft

Flight Controls characteristics
The mechanical transmission of pilot controller deflection to
servo controls implies
• A large control column with large deflections
• Mechanically coupled control columns
• Autopilot back drive of control column

Handling characteristics are specific to each aircraft

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 Fly-by-Wire Concept

Fly-by-Wire Aircraft
FLIGHT CONTROL COMPUTER

Auto-trim
Surface deflection
+ Aircraft
Pilot Surface
deflection
order
order response
-
Feedback

The relationship between the pilot input on the stick and

the aircraft response is called the control law
• Provide similar aircraft handling characteristics
• Minimize the transition training time
• Provide efficient mixed fleet flying capability

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 Fly-by-Wire Concept

Fly-by-Wire Cockpit
Main operational benefits of a side-mounted stick:

• It fits comfortably into the hand with a properly

adjusted armrest
• It is adapted for emergency situations such as
incapacitation, stick jamming, control failures…
• It allows an unobstructed view of the main
instrument panel
• It makes the sliding table installation possible for
maps, meals, documents...
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 Fly-by-Wire Concept

Fly-by-Wire Cockpit
Main operational benefits of a Engine Thrust levers:
• Less weight & greater reliability

• No risk of spurious runaway

• No risk of mechanical jam or freezing

• Symmetrical engines power setting

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 Fly-by-Wire Design

Fly-by-Wire Cockpit
Arrangement of Panels
• Cockpit Layout corresponding to pilots’
needs
Location of the main controls take into
account:
• The relative importance of each system
• The frequency of operation by the pilots
• The ease with which controls can be
reached
• The shape of the control

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 Fly-by-Wire Design

Fly-by-Wire Cockpit • Glareshield

• Short term tactical controls for auto flight system

• Operation can be achieved ‘heads up’ and within easy reach

of both pilots

A320

A380

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 Fly-by-Wire Design

Fly-by-Wire Cockpit • Instruments panel

• Display units are located in the full view of both pilots

• Display units to:

• fly (PFD)………(Primary Flight Display)
• navigate (ND)………..(Navigation Display)
• monitor the various aircraft systems (ECAM)

ECAM Electronic Centralized Aircraft Monitor

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 Fly-by-Wire Design

Fly-by-Wire Cockpit • Pedestal

Controls:

• Engine thrust

• Configuration

• Navigation

• Communication

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 Fly-by-Wire Design

Fly-by-Wire Cockpit • Automation

Automation assists pilots in their tasks:

• For safe and accurate aircraft operation

• For fast and complex computations

• For the enhancement of pilot awareness through data

management

Pilots can always takeover

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 Fly-by-Wire Design

Fly-by-Wire Cockpit • Automation

3 levels of assistance are provided:

First level: Flight control loop

Second level: Autopilot loop

Third level: Flight management loop

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 Fly-by-Wire Design

Fly-by-Wire Cockpit • Alerts

Unexpected events cause an alert:

• Alerts are ranked by severity and priority

• Some alerts are inhibited during a given flight phase

• Alerts trigger visual and/or aural warnings

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 Fly-by-Wire Design

Fly-by-Wire Cockpit • Alerts

ECAM E/WD (Engine Warning Display)

ECAM SD (System Display)

Relevant push button lights

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 Fly-by-Wire Design

Fly-by-Wire Cockpit • Displays color coding

For configurations, or failures, that require immediate

action

For configurations, or failures, that the flight crew should

be aware of, but that do not require immediate action
For information in the procedure or checklist items
completed

For information in the procedure or checklist items

completed

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 Fly-by-Wire Design

Fly-by-Wire Cockpit • Displays color coding

For actions to be completed, limitations to be followed,

checklist items to be checked

For a specific memo (e.g. TO or LDG inhibition)

For an action not yet validated by the flight crew (e.g.

condition items or a not-sensed procedure that are not
activated

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 Fly-by-Wire Design

Fly-by-Wire Cockpit • Dark cockpit concept

No white lights

Systems are set

Ready to fly

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 Fly-by-Wire System

Technology Evolution on Airbus Aircraft

FANS-B
ADS-B and ATSAW
AP/FD TCAS
FANS Future Air Navigation System
OANS ADS Automatic Dependent Surveillance
ATSAW Airborne Traffic Situation Awareness
ROPS and RAA OANS On-board Navigation System
TCAS Traffic Collision Avoidance System
ROPS Runway Overrun Protection System
RAA Runway Approaching Advisory
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 FANS B
GPS ATC via ATN
AOC via ACARS

SATCOM ATN Air Traffic Network

ACARS A/C Communication
ATSU Addressing & Reporting System
ATSU Air Traffic Service Unit

VDL VDL
Mode A Mode 2 HFDL VDL Mode 2

ACARS ATN

AOC ATC

AOC Aircraft Operational Communication ATC Air Traffic Control

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FANS B

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 FANS B

FANS Brochure is available in AirbusWorld

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 FANS B

FANS Brochure is available in AirbusWorld

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 FANS B

FANS Brochure is available

in AirbusWorld

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 ADS-B
Surveillance with ADS-B Mode S Current surveillance ADS -A , -C
Mode S

Automatic: no Interrogation
pilot action, no 1030 MHz
need of external Reply
interrogation 1090 MHz

Dependent: OR
OR
aircraft position SSR: Secondary
processed by Surveillance Radar
aircraft
Elementary Mode S: ELS
Surveillance:
performing real Enhanced Mode S: EHS
time surrounding ADS-B vs ADS-C
traffic surveillance  ADS-B hosted by Transponder, refresh rate : 0.5 sec
-  ADS-C hosted by ATSU, Contract: periodic, on demand or on event
Broadcast: refresh
rate 0.5 sec ATSU Air Traffic Service Unit
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 ADS-B

ADS-B ADS-C
Transmission Mode Broadcast Point to Point
Acknowledgement No Yes
Data-link 1090ES, UAT, VHF VHF (VDL1, 2 & 4), HF,
(VDL 4) SATCOM
Periodicity 0,5 s 1 to few minutes
Air-Ground communication cost No Yes (SITA, ARINC)
Geographic areas Continental Oceanic, remote,
Continental
Air-Air applications Yes No

1090ES 1090 MHz Extended Squitter

UAT Universal Access Transceiver

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 ADS-B

ADS-B IN ADS-B
ADS-B
A/C information received IN
the aircraft
ADS-B OUT
A/C information
broadcast OUT side
the aircraft

ADS-B For ground use

ATSAW
Non Radar Airspace
Display of other •AAL1255
•+30 

ADS-B
a/c information Receiver NRA
in the cockpit
ATC
ATSAW AirborneTraffic Situation AWareness ATC Air Traffic Control
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 ATSAW in cockpit

Traffic Selector Switch

•
•
ADS-B Traffic on Additional
Navigation display information on
MCDU

Fully integrated solution

Traffic displayed on the primary field of view
Limited impact (no new equipment)
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 ATSAW Navigation Display

By default
• +10

Position
Orientation •
•
+10
-20 - 01
••
•01
• +30
Relative Altitude
- 07
Vertical Tendency •+09
•+09
••

•AFR6512
• AFR6512 •323 M

• +21

Correlation with
TCAS information

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 ATSAW Navigation Display

The aircraft is highlighted

using a traffic selector • +10

switch located in the

cockpit
• -20 - 01
••
• +10 •01
• +30

- 07 ••
•+09
•+09
AFR6512
•AFR6512
Default position information 323
•323 M M

+ • +21
A/C ident
Ground Speed
Wake Vortex category

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 ATSAW MCDU
 Traffic pages on Multipurpose Control and Display Unit (MCDU)
 Additional information during Cruise

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 AP/FD TCAS
Concept
• TCAS provides a V/S target to follow on the
Vertical Speed Indicator (VSI) on the PFD
• The Auto Flight System (AFS) provides a V/S
guidance through AP/FD orders

The AP/FD TCAS combines AFS guidance with TCAS

orders to provide an automatic V/S guidance in
accordance with TCAS target
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 AP/FD TCAS
Concept
• Provide a TCAS guidance through Auto-Flight System
 FD guidance if AP OFF
 Automatic maneuver if AP ON
– In all cases of TCAS RAs
– In addition to Vertical Speed Scale indications

• Design this guidance to

 Minimize deviation from initial trajectory/Avoid excessive load factors
 Let the aircraft in a safe configuration after Clear of Conflict

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 AP/FD TCAS
Concept
• Operate the TCAS RA with a simple procedure
No FCU action
No change of AP/FD engagement status

Real path with overreaction (today)

RVSM
constraint
1000 ft
Real path expected with AP/FD TCAS = ideal path

0 10 20 30 40 50 60 seconds

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AP/FD TCAS

On A320 Family aircraft, the

minimum equipment package
TCAS interface with FMGC
EIS2 S8.2 or EIS1 V70.1
FMGC with FG “C13” or “I12” std
FCU std 4
FWC F5-D
DFDR/FDIMU for TCAS mode recording

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AP/FD TCAS

On A330/A340 aircraft, the minimum

equipment package
TCAS interface with FMGEC
EIS1 V513(A330), V112 (A340) or EIS2 L7-1
FMGEC with new FG (availability 2015)
FWC L12, or T3 for system ECAM failure
message
DFDR/FDIMU for TCAS mode recording

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 AP/FD TCAS

•Video #1: RA “Climb” followed by “Increase

Climb” in turn and in NAV mode

•Video #2: RA “Descend” followed

by ”Increase Descend” in HDG mode

•Video #3: RA “Monitor vertical Speed” in

LOC and G/S
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 OANS
Reflection in the rain at night Dazzling & Flash of the sun

Abundance of marking, lights & signs External correlation

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 OANS

View: NAV
Range: 2 Nm View: ARC
Range: 0.5 Nm
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ROPS and RAA

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ROPS

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 ROPS

ROW ROP

Transition Point

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ROPS

• Transition
Transition
PointPoint

PFD Pilot Action

Aural
(Below 500 ft) (Below 500 ft)

Go-around decision
None
if runway condition
is not DRY

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ROPS

Transition Point

PFD Aural Pilot Action

(Below 500 ft) (Below 200 ft) (Below 500 ft)

Go-around decision
"RWY TOO SHORT" regardless of
runway condition

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ROPS

Transition Point

PFD Aural Pilot Action

(On ground) (On ground) (On ground)
“BRAKE…MAX BRAKING
•…MAX BRAKING”

- If Max Braking applied and

Max Reverse not selected, Max Braking
"MAX REVERSE“ Max Reverse
- If there is still a risk of runway
excursion at 80 kt
"KEEP MAX REVERSE"

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ROPS

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Page 47
•

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

 RAA

Page 48

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 RAA

Taxiing at night Taxiing with low visibility Taxiing with

Fog low visibility
Heavy rain

Taxiing during
sunset/sunrise

Heavy traffic Complex airport network

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 RAA
Preventing Runway Incursion: Runway Approaching Advisory
•

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 RAA

Preventing Runway Incursion: RAA Illustration (1/2)

•

60 m 7s

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RAA

RWY
RWYAHEAD
RWY
•• AHEAD
AHEAD
RWY
•RWYAHEAD
AHEAD

PFD ND ND

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 SIASA project
This project is funded by the European Union
and implemented by EASA.

 Evolution Technology for Safety Enhancement

 Optimized integration in all Airbus cockpits

End slide