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•Aircraft carrier landing (CV/Navy).
•Short-takeoff/vertical landing (STOVL/Marines).
•All variants will fly same set of flight control laws.
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JSF Flight control law design
•Direct mapping of flying qualities to control laws.
•Nonlinear dynamic inversion control design.
JSF Flight Control Laws
•Controller structure decouples flying qualities from a/c dynamics.
•Regulator/Commands implement desired.
•Effector blender optimally allocates desired acceleration commands.
•On-board model.
•Control effectiveness matrix.
•Estimated acceleration for dynamic inversion.
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B-747
JSF- Mission X
79 / 71
Summary
• Use of multivariable control techniques to design the flight
control laws for new aircraft is standard.
• Dynamic inversion is the most widely applied multivariable
control design technique in the aircraft industry.
80 / 71
• Dramatic change from 15 years ago when almost all flight
control laws for aircraft were designed using classical control
techniques.
Acknowledgments
Rick Hyde Martin Hanel
Kevin Wise Ralph Paul
Dale Enns Dominique Briére
Chris Fielding Frank Thielecke
Dagfin Gangass Greg Walker
George Papageorgiou Prof. Alexander Efremov
81 / 71
Krister Fersan David Bodden
Prof. Fred Culick
This work was funded in part by the NASA Langley Cooperative
Agreement # NCC-1-337, Dr. Celeste Belcastro Program Manager,
Dr. Christine Belcastro, Technical Monitor.
1
February 2004
2
SATA International
Virtual
Flight Techniques Manual
AIRBUS A320-200
3
Index
Introduction 4
Characteristics 5
Limits 6
Operation Limits 6
Speed Limits 6
Landing Speed Definitions 7
Turbulence Penetration 7
Max Flaps / Slats (VFE) 8
Operating Speeds 8
Stall Speeds 8
Fuel 9
Landing Fuel 9
Fuel Temperature 10
Operating Fuel Values 10
Example of Fuel Planning 11
Landing Gear 12
Flaps/Slats 12
Autopilot 12
Autoland 11
Avionics 12
Powerplant 13
Five Thrust Lever Detents 13
Normal Start Sequence 13
Manual Start Sequence 14
Airbus Flight Control Laws 14
Abbreviations & Acronyms 17
Links 21
Final Comments 22
4
Introduction
Launched in 1984, the A320 entered airline service in April 1988 and rapidly
established itself as the industry standard for passenger comfort and economy
on short and medium-haul routes. Typically seating 150 passengers in two
classes with a range of up to 5,700km/3,050nm, the A320 is in widespread
service on six continents.
Designed to optimise revenue through passenger comfort and cabin
adaptability as well as ensure savings in every element of direct operating
cost, the A318, A319, A320 and A321 make up the world's most profitable
single-aisle aircraft family. They provide operators with the highest degree of
commonality and economy for aircraft in the 100-220 seat category.
The Airbus A320 cabin is the widest of any single-aisle aircraft, allowing
SATA International to install wider seats for greater passenger comfort
without compromising capacity. The single-aisle arrangement of the Airbus
A320 allows for a flexible six-abreast configuration in Economy Class.
The twin-engine A319, A320 and A321 can be powered by either CFM
International CFM56 or International Aero Engines V2500 engines, while the
A318 is offered with CFM56 engines or Pratt & Whitney PW6000 engines.
The Airbus A320 is the world's first commercial airliner to incorporate a fly
by wire (FBW) digital flight control system. This technology replaces
traditional flight instrument gauges with digital display panels. Other changes
resulting from the fly by wire system include the use of side-stick controllers
in place of conventional control columns (yokes).
Building on the proven success of the A320, Airbus has since applied fly by
wire technology to all its subsequent offerings. This allows the different
classes of Airbus aircraft to maintain the same flight deck layout and possess
similar handling qualities. As a result, minimal training is required when
A320 pilots are re-assigned to fly other classes of Airbus aircraft.
The A320-200 fleet, attempt to simulate the more realastic possible the real
airline fleet, the respective procedures and operations.
5
Characteristics
6
Limits
Operation Limits
· Max 90º crosswind component for Take-Off
(Including Gusts)*:
29 Knots
· Max 90º crosswind component for Landing
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