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spoiler movement for roll control. This system is also capable of inducing adverse yaw,
an undesirable lateral motion counteracted by the rudder or yaw damper or both.
The main differences of the modified FCS of the A310/A300-600 spoiler control are
summarized below. These differences are significant in both their physical and handling
quality changes to the airframe.
· All mechanical linkage and servomotors previously required on the A300B2/B4
spoiler control system were eliminated and actuators were electrically signaled.
2 1971, U.S. certification 1974
7
· The command/monitoring computer became the basic architecture building block.
It allowed a command channel failure to be detected and neutralized.
· Each command or monitoring unit included all the electronic components needed
to perform its function without sharing resources with another component.
· All functions, including spoiler actuator servo-loops, became software based and
fully under control of digital units.
· Roll control was optimized according to airspeed and flap position. The spoiler
contribution to roll control was significantly increased in comparison to the
previous A300B2 design. One set of ailerons (outboard) was eliminated on the
A310/A300-600 design.
· Modified and enhanced Flight Control Laws (FCLs) and flight envelope
protection were added.
· The rudder control unit was changed from Variable Lever Arm (VLA) to Variable
Stop Actuator (VSA).
· Side-stick pilot controls were incorporated.3
The A300B2/B4 model used a rudder control system employing a Variable Lever Arm
(VLA) to limit rudder travel. A similar rudder-ratio changer design is also fo und in most
other transport category aircraft. The VLA limited the amount of rudder available to the
pilot as the airplane’s speed increased. The rudder pedals consistently moved the same
physical distance, yielding a proportion of rudder relative to speed. In 1988, Airbus
implemented a completely new rudder design, which significantly modified the function
of the previous model and hence, the handling qualities of the new A300-600 airplane
design. This new system used a Variable Stop Actuator (VSA) which is also found in the
MD-80. The VSA also limited the amount of rudder available to the pilot. The difference
in this system is that the distance which the rudder pedals moved also decreased as the
rudder movement decreased in proportion to speed. A significant flaw in the design failed
to offer the same kind of protection as in the McDonnell design. The MD-80 limits
rudder travel and affords protection in the form of rudder “blow down” should an
operator demand more rudder travel (with resultant excessive load) than the structure can
withstand. These kinds of redundant system designs are common in commercial
aviation—a standard that should be addressed during certification. The Airbus Flight
Crew Operations Manual (FCOM) addresses the rudder system much like any other
manufacturer and, in fact, did not change the language of the FCOM even after changing
the A300 design from the VLA to the VSA system.
The significance of this modification is best illustrated by reviewing the input required to
move the rudder. The input is comprised of the pilot’s tactile feel and level of exertion
necessary to incrementally manipulate the flight controls and maneuver the flight path of
the aircraft. Table 3.1 is a comparison of rudder control systems across a variety of
manufacturers.
3 These were not used on American Airlines A300-600s.
8
Table 3.1 Comparisons of Rudder Flight Control Systems
Aircraft
Maximum
Force/Breakout
Force Digital Ratio
Degrees of Rudder Per
Pound of Force Above
Breakout
A-300-600B2 4.68 .090
A-300-600B4 4.68 .090
B-757 5.00 .094
B-737 3.33 .114
B-767 4.71 .127
MD-80 4.00 .178
DC-9 3.75 .182
B-747 4.21 .197
B-727 2.94 .212
B-777 3.33 .214
DC-10 6.50 .255
MD-11 6.50 .273
MD-90 3.25 .288
B-717 3.25 .289
(Official Docket Aircraft Performance Report 12)
Table 3.2 is the same comparison of rudder control systems with the addition of the
A300-600R at the bottom.
Table 3.2 Paradigm Shift of A-300-600R Rudder Flight Control System
Aircraft
Maximum
Force/Breakout
Force Digital Ratio
Degrees of Rudder Per
Pound of Force Above
Breakout
A-300-600B2 4.68 .090
A-300-600B4 4.68 .090
B-757 5.00 .094
B-737 3.33 .114
B-767 4.71 .127
MD-80 4.00 .178
DC-9 3.75 .182
B-747 4.21 .197
B-727 2.94 .212
B-777 3.33 .214
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