Fly By Wire A380 Release Date

Electronic flying control system

Fly-by-wire (FBW) is a system that replaces the conventional manual flight controls of an aircraft with an electronic interface. The movements of flight controls are converted to electronic signals transmitted by wires, and flying control computers decide how to move the actuators at each command surface to provide the ordered response. It tin use mechanical flight control backup systems (similar the Boeing 777) or utilise fully fly-by-wire controls.^[one]

Improved fully fly-by-wire systems interpret the airplane pilot's control inputs as a desired outcome and calculate the control surface positions required to achieve that upshot; this results in diverse combinations of rudder, elevator, aileron, flaps and engine controls in dissimilar situations using a closed feedback loop. The airplane pilot may not be fully enlightened of all the control outputs acting to effect the outcome, just that the aircraft is reacting as expected. The fly-by-wire computers human action to stabilise the aircraft and adjust the flight characteristics without the pilot's involvement and to prevent the airplane pilot operating outside of the shipping's safe functioning envelope.^{[2] [3]}

Rationale [edit]

Mechanical and hydro-mechanical flying control systems are relatively heavy and crave careful routing of flight control cables through the aircraft by systems of pulleys, cranks, tension cables and hydraulic pipes. Both systems ofttimes require redundant backup to deal with failures, which increases weight. Both accept express power to compensate for changing aerodynamic weather. Unsafe characteristics such equally stalling, spinning and pilot-induced oscillation (PIO), which depend mainly on the stability and structure of the aircraft concerned rather than the control system itself, are dependent on the pilot's actions.^[4]

The term "fly-by-wire" implies a purely electrically signaled control system. Information technology is used in the general sense of computer-configured controls, where a computer arrangement is interposed betwixt the operator and the last command actuators or surfaces. This modifies the manual inputs of the pilot in accordance with command parameters.^[2]

Side-sticks or conventional flight control yokes tin can exist used to fly FBW aircraft.^[5]

Weight saving [edit]

A FBW aircraft tin can be lighter than a like blueprint with conventional controls. This is partly due to the lower overall weight of the system components and partly because the natural stability of the shipping tin be relaxed, slightly for a transport aircraft, and more for a maneuverable fighter, which means that the stability surfaces that are part of the aircraft structure can therefore be made smaller. These include the vertical and horizontal stabilizers (fin and tailplane) that are (normally) at the rear of the fuselage. If these structures can be reduced in size, airframe weight is reduced. The advantages of FBW controls were first exploited past the military and then in the commercial airline market. The Airbus series of airliners used full-dominance FBW controls beginning with their A320 series, see A320 flying control (though some limited FBW functions existed on A310).^[6] Boeing followed with their 777 and later designs.^{[ citation needed ]}

Bones operation [edit]

Closed-loop feedback control [edit]

A airplane pilot commands the flight control estimator to make the aircraft perform a certain action, such as pitch the shipping up, or coil to one side, by moving the control column or sidestick. The flight control computer then calculates what control surface movements will cause the airplane to perform that activeness and issues those commands to the electronic controllers for each surface.^[1] The controllers at each surface receive these commands and then move actuators attached to the control surface until it has moved to where the flying control computer commanded it to. The controllers mensurate the position of the flight control surface with sensors such as LVDTs.^[seven]

Automatic stability systems [edit]

Fly-by-wire control systems allow shipping computers to perform tasks without pilot input. Automatic stability systems operate in this way. Gyroscopes and sensors such every bit accelerometers are mounted in an aircraft to sense rotation on the pitch, ringlet and yaw axes. Any movement (from direct and level flight for case) results in signals to the figurer, which can automatically move control actuators to stabilize the aircraft.^[three]

Safety and redundancy [edit]

While traditional mechanical or hydraulic control systems usually fail gradually, the loss of all flying control computers immediately renders the aircraft uncontrollable. For this reason, about fly-by-wire systems incorporate either redundant computers (triplex, quadruplex etc.), some kind of mechanical or hydraulic fill-in or a combination of both. A "mixed" control system with mechanical backup feedbacks whatsoever rudder top directly to the pilot and therefore makes closed loop (feedback) systems senseless.^[1]

Shipping systems may be quadruplexed (four independent channels) to prevent loss of signals in the case of failure of ane or even two channels. High performance aircraft that have wing-past-wire controls (likewise called CCVs or Control-Configured Vehicles) may be deliberately designed to take depression or fifty-fifty negative stability in some flying regimes – rapid-reacting CCV controls can electronically stabilize the lack of natural stability.^[3]

Pre-flight safe checks of a wing-by-wire arrangement are often performed using built-in test equipment (Seize with teeth). A number of control motility steps tin exist automatically performed, reducing workload of the airplane pilot or groundcrew and speeding up flight-checks.^{[ citation needed ]}

Some shipping, the Panavia Tornado for example, retain a very basic hydro-mechanical backup organization for limited flying control adequacy on losing electrical power; in the example of the Tornado this allows rudimentary control of the stabilators only for pitch and roll axis movements.^[8]

History [edit]

Servo-electrically operated command surfaces were offset tested in the 1930s on the Soviet Tupolev ANT-20.^[9] Long runs of mechanical and hydraulic connections were replaced with wires and electric servos.

In 1934, Karl Otto Altvater [de] filed a patent near the automatic-electronic organisation, which flared the shipping, when it was close to the ground.^[10]

In 1941, an engineer from the Siemens, Karl Otto Altvater adult and tested the kickoff fly-past-wire organization for the Heinkel He 111, in which the shipping was fully controlled by electronic impulses.^{[eleven] [ unreliable source? ]}

The start non-experimental aircraft that was designed and flown (in 1958) with a fly-by-wire flight command arrangement was the Avro Canada CF-105 Arrow,^{[12] [13]} a feat not repeated with a production aircraft (though the Pointer was cancelled with five built) until Concorde in 1969, which became the beginning fly-by-wire airliner. This arrangement also included solid-state components and organisation back-up, was designed to be integrated with a computerised navigation and automatic search and track radar, was flyable from footing control with data uplink and downlink, and provided bogus experience (feedback) to the pilot.^[13]

The beginning pure electronic wing-by-wire aircraft with no mechanical or hydraulic backup was the Apollo Lunar Landing Training Vehicle (LLTV), offset flown in 1968.^[14] This was preceded in 1964 by the Lunar Landing Research Vehicle (LLRV) which pioneered wing-by-wire flight with no mechanical backup.^[15] Control was through a digital computer with iii analog redundant channels. In the USSR, the Sukhoi T-4 also flew. At most the same time in the Britain a trainer variant of the British Hawker Hunter fighter was modified at the British Royal Aircraft Establishment with fly-past-wire flight controls^[xvi] for the right-seat pilot.

In the UK the two seater Avro 707C was flown with a Fairey system with mechanical fill-in^[17] in the early on to mid-60s. The program was curtailed when the air-frame ran out of flying time.^[sixteen]

In 1972, the first digital fly-by-wire fixed-wing aircraft without a mechanical backup^[xviii] to take to the air was an F-8 Crusader, which had been modified electronically past NASA of the United States as a test aircraft; the F-8 used the Apollo guidance, navigation and command hardware.^[19]

The Airbus A320 began service in 1988 as the first airliner with digital fly-by-wire controls.^[20]

Analog systems [edit]

All "fly-past-wire" flight control systems eliminate the complication, the fragility and the weight of the mechanical circuit of the hydromechanical or electromechanical flight control systems — each being replaced with electronic circuits. The control mechanisms in the cockpit now operate signal transducers, which in turn generate the appropriate electronic commands. These are side by side processed past an electronic controller—either an analog one, or (more modernly) a digital 1. Shipping and spacecraft autopilots are at present function of the electronic controller.^{[ citation needed ]}

The hydraulic circuits are similar except that mechanical servo valves are replaced with electrically controlled servo valves, operated past the electronic controller. This is the simplest and primeval configuration of an analog fly-past-wire flight control system. In this configuration, the flight control systems must simulate "experience". The electronic controller controls electrical feel devices that provide the appropriate "experience" forces on the manual controls. This was used in Concorde, the kickoff production wing-by-wire airliner.^[a]

Digital systems [edit]

The NASA F-8 Crusader with its fly-by-wire organisation in dark-green and Apollo guidance computer

A digital fly-by-wire flying command system tin can be extended from its analog analogue. Digital point processing can receive and interpret input from multiple sensors simultaneously (such as the altimeters and the pitot tubes) and adapt the controls in existent fourth dimension. The computers sense position and strength inputs from airplane pilot controls and aircraft sensors. They and then solve differential equations related to the aircraft's equations of motion to determine the appropriate control signals for the flying controls to execute the intentions of the airplane pilot.^[22]

The programming of the digital computers enable flight envelope protection. These protections are tailored to an aircraft's handling characteristics to stay within aerodynamic and structural limitations of the aircraft. For example, the calculator in flight envelope protection manner can try to forbid the aircraft from beingness handled dangerously past preventing pilots from exceeding preset limits on the shipping'south flight-control envelope, such as those that prevent stalls and spins, and which limit airspeeds and k forces on the airplane. Software tin can too be included that stabilize the flight-command inputs to avert pilot-induced oscillations.^[23]

Since the flight-control computers continuously feedback the environment, airplane pilot's workloads tin can be reduced.^[23] This also enables war machine aircraft with relaxed stability. The main do good for such aircraft is more maneuverability during gainsay and training flights, and the so-called "carefree handling" because stalling, spinning and other undesirable performances are prevented automatically past the computers. Digital flight command systems enable inherently unstable gainsay shipping, such as the Lockheed F-117 Nighthawk and the Northrop Grumman B-2 Spirit flying wing to fly in usable and safety manners.^[22]

Legislation [edit]

The Federal Aviation Administration (FAA) of the Us has adopted the RTCA/Do-178C, titled "Software Considerations in Airborne Systems and Equipment Certification", every bit the certification standard for aviation software. Any safety-critical component in a digital fly-by-wire system including applications of the laws of helmsmanship and computer operating systems will demand to be certified to Practice-178C Level A or B, depending on the grade of aircraft, which is applicable for preventing potential catastrophic failures.^[24]

Still, the top concern for computerized, digital, fly-by-wire systems is reliability, even more so than for analog electronic control systems. This is because the digital computers that are running software are often the but control path between the airplane pilot and aircraft'south flight command surfaces. If the computer software crashes for whatsoever reason, the pilot may be unable to control an aircraft. Hence virtually all fly-by-wire flight control systems are either triply or quadruply redundant in their computers and electronics. These accept three or four flying-control computers operating in parallel and 3 or four separate data buses connecting them with each command surface.^{[ citation needed ]}

Redundancy [edit]

The multiple redundant flight control computers continuously monitor each other's output. If i computer begins to give aberrant results for any reason, potentially including software or hardware failures or flawed input information, then the combined organization is designed to exclude the results from that figurer in deciding the appropriate actions for the flight controls. Depending on specific organisation details there may exist the potential to reboot an aberrant flight control computer, or to reincorporate its inputs if they return to agreement. Complex logic exists to deal with multiple failures, which may prompt the system to revert to simpler back-upwards modes.^{[22] [23]}

In improver, nearly of the early digital fly-by-wire shipping as well had an analog electrical, mechanical, or hydraulic back-upwards flight control system. The Space Shuttle had, in addition to its redundant set of four digital computers running its chief flying-command software, a 5th redundancy computer running a separately developed, reduced-function, software flight-control system – one that could be commanded to have over in the effect that a mistake always affected all of the computers in the other four. This back-up arrangement served to reduce the risk of total flight-command-arrangement failure ever happening because of a full general-purpose flight software fault that had escaped discover in the other 4 computers.^{[1] [22]}

Efficiency of flying [edit]

For airliners, flying-command redundancy improves their rubber, merely fly-by-wire control systems, which are physically lighter and take lower maintenance demands than conventional controls as well improve economic system, both in terms of toll of ownership and for in-flight economy. In certain designs with express relaxed stability in the pitch axis, for example the Boeing 777, the flight command system may let the aircraft to fly at a more aerodynamically efficient angle of attack than a conventionally stable design. Modern airliners also normally feature computerized Total-Authority Digital Engine Control systems (FADECs) that command their jet engines, air inlets, fuel storage and distribution organisation, in a like manner to the way that FBW controls the flight command surfaces. This allows the engine output to be continually varied for the about efficient usage possible.^[25]

The second generation Embraer Due east-Jet family unit gained a one.5% efficiency improvement over the first generation from the fly-by-wire organization, which enabled a reduction from 280 ft.² to 250 ft.² for the horizontal stabilizer on the E190/195 variants.^[26]

Airbus/Boeing [edit]

Airbus and Boeing differ in their approaches to implementing wing-by-wire systems in commercial aircraft. Since the Airbus A320, Airbus flight-envelope control systems always retain ultimate flight control when flying under normal police and volition not let the pilots to violate aircraft functioning limits unless they choose to fly under alternate law.^[27] This strategy has been continued on subsequent Airbus airliners.^{[28] [29]} However, in the event of multiple failures of redundant computers, the A320 does have a mechanical back-up arrangement for its pitch trim and its rudder, the Airbus A340 has a purely electric (not electronic) back-up rudder control system and starting time with the A380, all flight-control systems have back-upward systems that are purely electrical through the use of a "three-centrality Backup Control Module" (BCM).^[30]

Boeing airliners, such as the Boeing 777, allow the pilots to completely override the computerised flying-control organisation, permitting the shipping to be flown outside of its usual flight-control envelope.

Applications [edit]

Airbus trialed wing-by-wire on an A300 as shown in 1986, then produced the A320.

• Concorde was the first product fly-by-wire aircraft with counterpart control.
• The General Dynamics F-16 was the starting time product aircraft to use digital fly-by-wire controls.
• The Space Shuttle orbiter had an all-digital wing-past-wire control organization. This arrangement was first exercised (as the but flight command arrangement) during the glider unpowered-flight "Approach and Landing Tests" that began on the Space Shuttle Enterprise during 1977.^[31]
• Launched into product during 1984, the Airbus Industries Airbus A320 became the first airliner to fly with an all-digital wing-by-wire control system.^[32]
• In 2005, the Dassault Falcon 7X became the starting time business jet with fly-by-wire controls.^[33]
• A fully digital fly-by-wire without a closed feedback loop was integrated 2002 in the start generation Embraer Eastward-Jet family unit. By endmost the loop (feedback), the second generation Embraer Due east-Jet family gained a 1.v% efficiency improvement in 2016.^[26]

Engine digital command [edit]

The advent of FADEC (Full Dominance Digital Engine Control) engines permits performance of the flight control systems and autothrottles for the engines to be fully integrated. On modern armed forces aircraft other systems such as autostabilization, navigation, radar and weapons organization are all integrated with the flight control systems. FADEC allows maximum operation to exist extracted from the aircraft without fear of engine misoperation, aircraft damage or high airplane pilot workloads.^{[ commendation needed ]}

In the civil field, the integration increases flying safety and economy. Airbus wing-past-wire aircraft are protected from dangerous situations such as low-speed stall or overstressing by flight envelope protection. As a upshot, in such conditions, the flight control systems commands the engines to increase thrust without pilot intervention. In economic system prowl modes, the flight command systems adjust the throttles and fuel tank selections precisely. FADEC reduces rudder drag needed to compensate for sideways flight from unbalanced engine thrust. On the A330/A340 family unit, fuel is transferred between the main (wing and center fuselage) tanks and a fuel tank in the horizontal stabilizer, to optimize the aircraft's centre of gravity during cruise flight. The fuel direction controls keep the aircraft's middle of gravity accurately trimmed with fuel weight, rather than drag-inducing aerodynamic trims in the elevators.^{[ citation needed ]}

Further developments [edit]

Fly-by-optics [edit]

Fly-by-optics is sometimes used instead of fly-past-wire because it offers a higher data transfer rate, immunity to electromagnetic interference and lighter weight. In nigh cases, the cables are just inverse from electrical to optical fiber cables. Sometimes it is referred to equally "fly-by-light" due to its use of fiber optics. The information generated by the software and interpreted by the controller remain the same.^{[ commendation needed ]} Wing-past-calorie-free has the upshot of decreasing electro-magnetic disturbances to sensors in comparison to more common fly-by-wire control systems. The Kawasaki P-1 is the start production aircraft in the globe to be equipped with such a flying control system.^[34]

Power-by-wire [edit]

Having eliminated the mechanical transmission circuits in fly-by-wire flight control systems, the adjacent step is to eliminate the bulky and heavy hydraulic circuits. The hydraulic circuit is replaced by an electrical power excursion. The ability circuits power electrical or self-contained electrohydraulic actuators that are controlled past the digital flying control computers. All benefits of digital fly-by-wire are retained since the power-by-wire components are strictly complementary to the fly-by-wire components.

The biggest benefits are weight savings, the possibility of redundant power circuits and tighter integration betwixt the aircraft flight command systems and its avionics systems. The absenteeism of hydraulics greatly reduces maintenance costs. This system is used in the Lockheed Martin F-35 Lightning II and in Airbus A380 backup flight controls. The Boeing 787 and Airbus A350 also incorporate electrically powered fill-in flight controls which remain operational fifty-fifty in the event of a total loss of hydraulic power.^[35]

Fly-past-wireless [edit]

Wiring adds a considerable amount of weight to an aircraft; therefore, researchers are exploring implementing fly-by-wireless solutions. Fly-by-wireless systems are very similar to fly-past-wire systems, however, instead of using a wired protocol for the concrete layer a wireless protocol is employed.^{[ commendation needed ]}

In addition to reducing weight, implementing a wireless solution has the potential to reduce costs throughout an aircraft's life bicycle. For case, many key failure points associated with wire and connectors will be eliminated thus hours spent troubleshooting wires and connectors will be reduced. Furthermore, applied science costs could potentially decrease because less time would be spent on designing wiring installations, late changes in an aircraft'due south design would be easier to manage, etc.^[36]

Intelligent flying command system [edit]

A newer flight command system, chosen intelligent flight command system (IFCS), is an extension of modern digital wing-by-wire flight control systems. The aim is to intelligently compensate for shipping impairment and failure during flight, such as automatically using engine thrust and other avionics to compensate for astringent failures such equally loss of hydraulics, loss of rudder, loss of ailerons, loss of an engine, etc. Several demonstrations were made on a flight simulator where a Cessna-trained small-scale-aircraft pilot successfully landed a heavily damaged total-size concept jet, without prior feel with large-body jet aircraft. This evolution is being spearheaded by NASA Dryden Flight Research Center.^[37] Information technology is reported that enhancements are more often than not software upgrades to existing fully computerized digital wing-by-wire flight command systems. The Dassault Falcon 7X and Embraer Legacy 500 business jets accept flight computers that can partially recoup for engine-out scenarios by adjusting thrust levels and control inputs, but still require pilots to respond appropriately.^[38]

See also [edit]

• Aircraft flying control system
• Air France Flight 296Q
• Drive past wire
• Flying control modes
• MIL-STD-1553, a standard data double-decker for wing-by-wire
• Relaxed stability

Note [edit]

1. ^ The Tay-Viscount was the get-go airliner to exist fitted with electric controls ^[21]

References [edit]

1. ^ ^{a b c d} Wing by Wire Flying Command Systems Sutherland
2. ^ ^{a b} Crane, Dale: Lexicon of Aeronautical Terms, 3rd edition, page 224. Aviation Supplies & Academics, 1997. ISBN 1-56027-287-2
3. ^ ^{a b c} "Respect the unstable - Berkeley Center for Command and Identification" (PDF).
4. ^ McRuer, Duane T. (July 1995). "Airplane pilot Induced Oscillations and Human Dynamic Beliefs" (PDF). ntrs.nasa.gov.
5. ^ Cox, John (30 March 2014). "Ask the Helm: What does 'wing by wire' mean?". The states Today. Retrieved 3 December 2019.
6. ^ Dominique Brière, Christian Favre, Pascal Traverse, Electrical Flight Controls, From Airbus A320/330/340 to Future Armed services Transport Aircraft: A Family of Error-Tolerant Systems, chapitre 12 du Avionics Handbook, Cary Spitzer ed., CRC Press 2001, ISBN 0-8493-8348-10
7. ^ "Flying Control Surfaces Sensors and Switches - Honeywell". sensing.honeywell.com. 2018. Retrieved 26 November 2018.
8. ^ The Birth of a Tornado. Imperial Air Force Historical Society. 2002. pp. 41–43.
9. ^ 1 of the history page (in Russian), PSC "Tupolev", archived from the original on 10 January 2011
10. ^ Patent Hoehensteuereinrichtung zum selbsttaetigen Abfangen von Flugzeugen im Sturzflug, Patent Nr. DE619055 C vom 11. Januar 1934.
11. ^ The History of German language Aviation Kurt Tank Focke-Wulfs Designer and Test Pilot by Wolfgang Wagner folio 122.
12. ^ Due west. (Murphy) Potocki, quoted in The Arrowheads, Avro Arrow: the story of the Avro Pointer from its evolution to its extinction, pages 83–85. Boston Mills Press, Erin, Ontario, Canada 2004 (originally published 1980). ISBN 1-55046-047-1.
13. ^ ^{a b} Whitcomb, Randall L. Cold State of war Tech War: The Politics of America's Air Defense. Apogee Books, Burlington, Ontario, Canada 2008. Pages 134, 163. ISBN 978-one-894959-77-3
14. ^ "NASA - Lunar Landing Enquiry Vehicle". www.nasa.gov . Retrieved 24 Apr 2018.
15. ^ "one NEIL_ARMSTRONG.mp4 (Office Two of Ottinger LLRV Lecture)". ALETROSPACE. eight January 2011. Archived from the original on 11 December 2021. Retrieved 24 April 2018 – via YouTube.
16. ^ ^{a b} "RAE Electric Hunter", Flight International, p. 1010, 28 June 1973, archived from the original on 5 March 2016
17. ^ "Fairey fly-by-wire", Flight International, 10 August 1972, archived from the original on half dozen March 2016
18. ^ "Wing-past-wire for combat aircraft", Flight International, p. 353, 23 August 1973, archived from the original on 21 November 2018
19. ^ NASA F-eight, world wide web.nasa.gov, retrieved 3 June 2010
20. ^ Learmount, David (twenty Feb 2017). "How A320 changed the globe for commercial pilots". Flying International. Archived from the original on 21 February 2017. Retrieved xx Feb 2017.
21. ^ "Dowty wins vectored thrust contract". Flight International. 5 April 1986. p. 40. Archived from the original on 21 November 2018.
22. ^ ^{a b c d} "The Avionics Handbook" (PDF). davi.ws . Retrieved 24 April 2018.
23. ^ ^{a b c} "Airbus A320/A330/A340 Electrical Flight Controls: A Family of Fault-Tolerant Systems" (PDF). Archived from the original (PDF) on 27 March 2009.
24. ^ Explorer, Aviation. "Wing-By-Wire Aircraft Facts History Pictures and Information". www.aviationexplorer.com . Retrieved 13 October 2016.
25. ^ Federal Aviation Administration (29 June 2001). "Full Potency Digital Engine Command" (PDF). Compliance Criteria For 14 CFR §33.28, Aircraft Engines, Electrical And Electronic Engine Control Systems. Archived (PDF) from the original on 24 June 2020. Retrieved iii January 2022.
26. ^ ^{a b} Norris, Guy (v September 2016). "Embraer E2 Certification Tests Set to Accelerate". Aviation Week & Space Technology. Aviation Week. Retrieved half-dozen September 2016.
27. ^ "Air France 447 Flight-Information Recorder Transcript – What Actually Happened Aboard Air France 447". Popular Mechanics. half dozen Dec 2011. Retrieved 7 July 2012.
28. ^ Briere D. and Traverse, P. (1993) "Airbus A320/A330/A340 Electrical Flying Controls: A Family of Fault-Tolerant Systems Archived 27 March 2009 at the Wayback Machine" Proc. FTCS, pp. 616–623.
29. ^ North, David. (2000) "Finding Common Footing in Envelope Protection Systems". Aviation Week & Space Engineering science, 28 Aug, pp. 66–68.
30. ^ Le Tron, X. (2007) A380 Flying Control Overview Presentation at Hamburg Academy of Applied Sciences, 27 September 2007
31. ^ Klinar, Walter J.; Saldana, Rudolph Fifty.; Kubiak, Edward T.; Smith, Emery E.; Peters, William H.; Stegall, Hansel W. (one August 1975). "Space Shuttle Flight Control System". IFAC Proceedings Volumes. 8 (one): 302–310. doi:10.1016/S1474-6670(17)67482-2. ISSN 1474-6670.
32. ^ Ian Moir; Allan Grand. Seabridge; Malcolm Jukes (2003). Civil Avionics Systems. London (iMechE): Professional Applied science Publishing Ltd. ISBN1-86058-342-3.
33. ^ "Pilot Report On Falcon 7X Fly-By-Wire Control System". Aviation Week & Infinite Applied science. 3 May 2010.
34. ^ "Japans P1 leads defense consign drive". world wide web.iiss.org . Retrieved 24 April 2018.
35. ^ "A350 XWB family & technologies" (PDF).
36. ^ ""Fly-by-Wireless": A Revolution in Aerospace Vehicle Architecture for Instrumentation and Control" (PDF).
37. ^ Intelligent Flight Control System. IFCS Fact Sheet. NASA. Retrieved 8 June 2011.
38. ^ Flight Magazine Fly past Wire. "Wing by Wire: Fact versus Science Fiction". Flying Magazine. Retrieved 27 May 2017.

External links [edit]

• "Fly-past-wire" a 1972 Flight article archive version

Source: https://en.wikipedia.org/wiki/Fly-by-wire

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