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up of stick force there is not indication that the aircraftÕs g limit has been reached or
exceeded. The authority to obtain maximum g is only limited by the feel system and control
power. With this design the pilot is allowed to obtain the maximum aerodynamic capability
of the aircraft.
III. Test Plan
A. Test Articles/Locations
For the purpose of this investigation, two aircraft representing the FBW flight control design
philosophies under investigation were chosen. The first flight evaluation was conducted using
a Boeing 777-300 aircraft at the Boeing flight test facility at Seattle, Washington. The aircraft
flight test program was preceded by a work up in a B-777 engineering simulator. The second
flight evaluation was conducted using an Airbus A-330-200 aircraft at the Airbus flight test
facility in Toulouse, France. This aircraft flight test program was also preceded by a work up
in an Airbus A-330 engineering simulator.
Both aircraft were operated at a mid CG with a takeoff weight that would permit the approach
CFIT avoidance recovery maneuvers to be preformed at the respective aircraft maximum
landing weights.
1. Airbus A-330-200
The A330-200 is a slightly shortened version of the original A330-300. The A330-200 is
designed for a typical range of 6,450 nautical miles with a three class passenger load of 381.
Normal cruise for the aircraft is .83 to .84 mach with a Mmo of .86 mach. The A330-200 is
193.5 feet long (15.3 feet shorter than the A330-300), 197.8 feet from wing tip to wingtip, and
58.7 feet high. Because of the shorter fuselage, the rudder on the A330-200 needed to be
slightly larger (3.5 feet taller). The maximum takeoff gross weight of the A330-200 is
507,100 pounds. For our flight, we weighed 402,600 pounds, just above the maximum
landing weight of 396,800 pounds. Our fuel load was 134,000 pounds, with a maximum fuel
capacity of 250,000 pounds (36,740 US gallons). The two PW 4168 engines are rated at
68,000 pounds of thrust each.
4 Boeing 777 Operations Manual, Non-Normal Maneuvers, NNM1.3, February 10, 1995.
Revision 14.0 6
The FBW flight control system utilized in the Airbus design prevents the pilot from stalling
the aircraft (an AOA margin is maintained). The aircraft can not be commanded to exceed
+2.5 gs or Ð1 g clean, or +2.0 or 0.0 gs with the flaps extended. The pitch attitude is limited
to 30 degrees nose up to 15 degrees nose low. The bank angle is limited to 67 degrees. If the
side stick is held full foreword, the speed will stabilize at Vmo +16 knots and Mmo + .04
Mach. The protections can be lost through multiple system failures but, there is no approved
or readily discernable method for the pilot to over-ride the flight envelope protections.
2. Boeing B-777-300
The 777-300 is a 33 foot stretch of the 777-200, allowing it to carry 20% more passengers.
The maximum take off weight of the Ð300 is 660,000 with 98,000 pound thrust engines, and
maximum landing weight is 524,000 pounds.
The 777-300 has a wheel base of 102 feet and 5 inches, as compared to the 777-200 with a
wheel base of 84 feet 11 inches, and the 747-400 with a wheel base of 84 feet 0 inches.
The 777-300 is 242 feet 4 inches long, has a wingspan of 199 feet 11 inches, and a tail height
of 60 feet 8 inches. The Ð300 is designed to carry 350 passengers in a tri-class configuration,
with a range of approximately 6500 nautical miles.
For our flight evaluation, we flew the number one 777-300, which has accumulated
approximately 500 flight test hours. The aircraft weighed 501,000 pounds, of which 163,500
pounds was fuel. The Rolls-Royce Trent 892 engines were rated at 90,000 pounds of thrust.
The aircraft utilizes a FBW flight control design that does not restrict the pilot from stalling,
over-banking, or obtaining the full aerodynamic g capability. The aerodynamic g capability
of the 777 can exceed 4 gs under certain conditions of aircraft loading and CG position.
B. Maneuvers/Test Points
1. Simulated CFIT escape maneuvers flown at maximum landing weight and at an
approach speed of Vref +5 knots, gear down and flaps at maximum landing
setting, at a descent rate of 1500 fpm.
2. Simulated CFIT escape maneuvers flown at typical enroute descent speeds (250
and 300 KIAS as permissible), clean configuration, and a descent rate of 1500
fpm.
3. Aircraft fully instrument and capable of recording at a minimum: a, pitch and Q
(pitch rate), NZ, VC, H, and g.
4. Maneuvers to be flown with a smooth pitch rate (target 3 degrees/sec) to a pitch
attitude of 17 degrees.
5. Maneuvers repeated with an aggressive (soft protections) respecting the PLI, or
full back stick (hard protections).
C. Test Methods
　
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