Documenti di Didattica
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Anthony A. Lambregts
FAA Chief Scientist Flight Guidance and Control
Tony.Lambregts@FAA.gov
Tel 425-917-6581
Overview
Automatic Flight Controls - State of the Art
automation issues
incident and accidents
requirements
traditional design process
man-machine interfaces
FAA Safety Role
Regulations & Certification; FAR updates - high lights
Generalized MIMO Control
Total Energy Control System (TECS)
Total Heading Control System (THCS)
Condor Application
Fly By Wire Augmented Manual Control
display
throttle
clutch
Autopilot
Actuator
servo
Airplane
sensors
clutch
Autothrottle
servo
FADEC
Engine
T
Automation Safety
Accidents & Incidents
China Airlines B747 spiral dive after engine failure
China Airlines A300 crash at Nagoya, Japan
Air Inter A320 crash near Strasbourg, France
American Airlines B757 crash neat Cali, Columbia
Tarom A310 crash near Bucharest, Rumania
Air France A320 crash near Habsheim France
Britannia Airways B757 speed loss during FLCH
British Airways B747 speed loss during FLCH
Airbus A330 crash near Toulouse, France
Dual
Mission Planning
highly complex designs
Navigation
historically evolved subsystems
Performance
extensive functional overlap
Altitude
operational inconsistencies
Thrust
Heading
incomplete envelope
Rating
V-Path
protection
Speed H-Path
SISO control
Vert. Spd
little or no
Thrust Limiting
Autoland
Envelope
standardization
Single Flare Retard
Protect.
Autothrottle
Dual
Autopilot
Yaw Damper
Triple
Operational Complexity
Who is in control? The pilot, FMS, autopilot, autothrottle?
too many overlapping systems, modes , sub modes
what is the system doing, what will it do next?
crew confusion!
inconsistent operations and performance:
different modes, different results: automation surprises!
complex mode logic, e.g. Flight Level Change, VNAV
unsuitable man-machine interfaces,
e.g. attention/ procedure intensive CDU keyboard
inadequate mode annunciation /caution and warnings
when should pilot intervene, or take over
pilots putting too much trust in low integrity single
channel designs, not aware their limitations
Design Complexity
historic systems evolution has led to
new functions added-ons with each generation
e.g. GLS on 737 NG: 11 LRUs involved!
old problems solved by new modes / submodes
e.g. Flight Level Change, VNAV, Thrust modes
automation fragmentation into subsystems
autopilot, autothrottle, FMS, SAS, FBW
each subsystem handled by different organization
design of each function approached as new problem
SISO control : integration difficulties
modes / sub modes cobbled together by intractable
mode logic
mix of old and new technologies
digital hardware with analog architectures!
no overall design & integration strategy!
Thrust
Trust,
Drag
Trim
Speed
Unstable
Trim Point
Stable T P
Back Front
Side Side
Stall
Speed
Point of
Neutral Stability
Drag
Power
Setting
Speed
CDU
Strategic
Airline Operations
Oriented Functions
MCP
T-NAV
340
VAR
V-NAV
.712
24500
00
MACH
ALT
ACQ
VARIABLE
VMAX
IAS
ALT
HOLD
GS
0.0
LOC
137
Control Targets
L-NAV
135
GA
FPA
TRACK
HEAD
VMIN
THRUST MANUAL
P-R-Y MANUAL
Rational Function
Partitioning
No Function Overlap
Common Control Strategy
FG&C
Airspeed/ Mach
Altitude/Vertical Spd
Heading/Track
Loc / GS, V-Nav / L-Nav
Envelope Protection
FBW Manual Mode
FAA Role
Safety and oversight of Aviation Safety though
Federal Aviation Airworthiness Regulations (FARs)
high level generic design requirements
some specific detailed Special Conditions
Aircraft Design Certification & Production oversight
Aircraft Operations and Maintenance oversight
Pilot training/licensing
cooperative safety initiatives with Industry and
Research Establishments:
FAA/NASA Aviation Safety Program (ASP)
Commercial Aviation Safety Team (CAST)
all have raised awareness of need for better regulations & design :
Updated FAR and AC 25.1329
Targets
Guidance
Error
Normalization
(Any Mode)
Innerloop
Force and
Moment
Control
Control
Commands
Coordination
IRU
Feedback Signal
Synthesis
Designed to provide:
Decoupled Control
Standard Trajectory Dynamics
Air
Data
Nav/
Guid
Airplane
SIS0 design
NASA /Boeing Research Program, initiated in 1979, resulted in
Total Energy Control System (TECS)
Generalized energy based MIMO Flight Path & Speed Control
Detailed system development & extensive Pilot-In-The-Loop
simulator evaluations (1980-1985)
Validated by Flight Test & In-flight demonstrations (1985)
Generalized integrated lateral directional control concept was developed
under DARPA/Boeing Condor program (1985-1990), resulting in
Total Heading Control System (THCS)
Thrust
Control
Trim
Point
Speed
Elevator
Control
+v/g
v/g
Thrust REQ
v
= W ( + sin ) + Drag
g
1 W 2
Et = W h + V
2 g
E t
v
thrust changes produce W ( + sin ) =
g
V
v
elevator produces energy redistribution W ( sin )
g
conclusion: energy is the right control integration strategy
COLUMN
MODE CONTROL
PANEL
CDU
FMC
PATH MODES
FEEDBACK
NORMALIZATION
IRU
ADC
FEED FORWARD
COMMANDS
PROCESSING
THRUST
SCALING
E
E ENGINE
C
PITCH
INNER
LOOP
ELEVATOR
ACTUATOR
COMMANDS
v
g
SPEED MODES
FEEDBACK
NORMALIZATION
THROTTLE
COORDINATION
Altitude
Glide Slope
D
D D
D
Kh
..
Vert. Path
D D
D
Rate
Limit
Manual FBW
D D
D
D c
D D
D
Go Around
Flare
Kv
IAS
D
D D
D
Kv
1/g
1/g
Rate
Limit
V
Time Nav
Vmin
Flight path
Angle
Vmax
Mach
Kv
1/g
D
D D
D
D
D
D v
_c
g
T
c
Generalized
Thrust and
Elevator
Commands
Coordination
+_
KTI
S
(E T )S
KEI
S
(TLIM). (PATH PRIORTY)
KEP
(E D )S
_
Weight
v_ c
Engine
Engine
Control
2-K
v_
KTP
+
Actuator
Advanced Displays
FADEC
Engine
Engine
servo
Tcmd
Weight
FCC
No of
oper
engines
Engine
failure
logic
IO
FADEC
Total Heading
Lateral-Directional Control Strategy
Design approach analogous to TECS:
aileron control sum of heading and sideslip errors
rudder controls difference between heading and sideslip errors
Resulting Total Heading Control System (THCS) algorithm provides
full-time coordinated innerloop roll/yaw control (THCS Core)
yaw damping
turn coordination
engine-out thrust asymmetry compensation / r & a trim
envelope protection (bank angle & sideslip)
all outerloop modes
automatic modes (Heading/Track angle, LOC, LNAV)
augmented manual mode
decrab / flat turn capability
consistent performance - all modes / all flight conditions
..
Drift
Angle
Corr
D Dc
D
Heading
Command
V
Track Angle
Command
D
D
Cross Track
Velocity Cmd
+
Sideslip
Command
Cross Track
Deviation
Roll Attitude
Command
D
D
Loc
Ky
D D
D
D D
D
Track Angle
Command
L-Nav
Generalized
Roll Attitude
and Yaw
Rate
Commands
Coordination
Yaw Rate
Command
c
+
VTrue
D
D
_
K
D
D
col
KYI
S
VTrue
KRI
VTrue
g
Kp
-1
f(q )c
c
f(q )c
Actuator
Actuator
il
_
+
K
-1
Fly-By-Wire Design
stick
throttle
display
T
feel system
trim
up
down
FLIGHT
CONTROL
COMPUTER
Inter
face
engine
actuator
actuator
Airplane
S
Handling Qualities
FBW Control
Response Attributes for Good HQ
Response
Theta, FPA
K
S
Lag
Sensitivity (slope)
Input col
Desired Attributes:
K/S- like response
low response lag
correct sensitivity K
good damping
no overshoot
control harmony with
other variables (, , nz)
consistency between
flight conditions
Time
NOTE: signal K col can serve as the cmd reference
S
Actuator
Electronics
Actuator
default
Default
Gains
clutch
Air Data
IRU
Autopilot cmds
stick
display
sensor
clutch
Vcmd
Trim
Up
Down
sensor
FPAcmd
FCC
Decoupled
Control
Algorithm
T
servo
servo
engine
Airpl
clutch
C* Design Concept
stick
throttle
T
KS
C*cmd
KI
+
_
S
engine
FF
shaping
comp
ACE
C*
++
FCC
Vc o
g
nz pilot
act.
Airplane
Prefilter
KI
S
KFF
cmd
+_
+_
engine
++_
Kq
actu
Airplane
stick
stick
K stick
( nS + 1)
K
( n1S + 1)( n2S + 1)
= stick
2
2
2
2
S {(1/SP )S + (2 SP /SP )S + 1}
S {(1/SP )S + (2 SP / SP )S + 1}( dS + 1)
K stick
(K FFPS2 + K FFIS + 1)
=
S {(1/K q K K I )S3 + (1/K K I )S2 + (1/K I )S + 1}( 2 S + 1)
Approach:
Step 1: Stability Augmentation using Static Inversion
eliminates flight condition dependencies, gain schedules
defines basic SP innerloop characteristics: ,
Step 2: Add Integral Feedback loop
retrims airplane - eliminates SS command response droop
Step 3: Add Command Augmentation Feed Forward Paths
shapes response to pilot control inputs, as desired
provides Hold function for pilot established command
stick
Stick
1
. S c
c
FPA
Feedback
Control
Invariant
Short Period
Augment.
design
Static
Inversion
Airplane
Short
Period
Dyn.
Pitch rate
Pitch attitude
2 S + 1
FPA
Questions??