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• A320 was first Airbus aircraft to enter service with a FBW flight
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control system (1988).
• A340 2nd generation FBW certified in 1992.
• All Airbus flight control surfaces are electronically controlled and
hydraulically activated.
• UAVs
France – Airbus A320
A320 Flight Control Laws
• Improve the natural flying qualities, particularly the stability,
control and flight envelope protection.
Longitudinal Control
• Load factor demands
• Classical proportional plus integral control (control depends
on error and its integral)
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Lateral-directional Control
• Roll rate, sideslip and bank angle commands
• Classical proportional plus integral control with a gain matrix
for stability and roll rate/sideslip decoupling. (typical for the
design of SAS)
France – Airbus A340
A340 Flight Control Laws
• Reproduced architecture/principles
for A320
• Increased size and flexibility,
required addition of structural mode
control to reduce structural mode
vibration.
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Structural Mode Suppression Controller
•Manual flight controller/Autopilot modified to eliminate interaction.
• Turbulence damping function added to attenuate fuselage response.
• Sufficient bandwidth separation between two controllers minimized interaction.
• Accelerometers were added to sense vibration.
France – Airbus A380
A380 Flight Control Laws
• High capacity, long range
• Flexibility increases interaction between
control laws and structural dynamic
modes.
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• Aeroservo-elastic coupling traditionally
solved by filtering/decoupling, would
require reducing control bandwidth.
(“Filtrando a vibração”)
France – Airbus A380
Airbus A380 Approach
•Airframe flexibility taken directly into account when designing the flight
control laws.
• Integrated flight control laws to achieve desired handling qualities and
flexible mode damping requirements leading to extended control bandwidth.
• Flight tested on A340 using A380 models
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• Robust to fuel, payload, etc. variations
• Same concept applied to autopilot and manual control laws.
Germany
Commercial Aviation
• Airbus
• DLR experimental aircraft (ATTAS) Advanced Technologies Testing
Aircraft System.
Military Aviation
• Eurofighter
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• X-31 (US/Germany program)
Germany
X-31A Post stall experimental aircraft (US/Germany program)
•First X program with Int’l partner
•Enhanced Fighter Maneuverability
•EFM using thrust vectoring
•Goal: tactical advantage of EFM in
post stall up to 70 deg AoA
•Rockwell and MBB
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X-31A Flight Control Laws
•Pilot cmd (p,q,r)
•Sensed feedback (p,q,r,a,b)
•Actuation cmd (dSF ,dDF, dC, dR,s,k)
•K - LTI controller
•Optimal LQ digital regulator
•Scheduled with a, M, h
•Nonlinear feedforward blocks
Germany
VECTOR X-31A program
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•Vectoring Extremely short-takeoff-and-landing Control Tailless Operation
Research (VECTOR)
•Boeing, US Navy, German BWB and EADS
Germany
Flight control system for A380
• Size and flexibility
• EU funded REAL (Robust and Efficient
Autoland control Law design).
– Industry and research institutions from
France, Germany and the Netherlands
– Benchmark was DLR ATTAS aircraft.
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DLR REAL flight control design approach
•Multi-Objective Parameter Synthesis (MOPS).
•Robustness addressed via multi-model, optimization, Monte-Carlo analysis.
Germany - REAL
•Stability/command augmentation, tracking, guidance
•Inner loops designed using dynamic inversion.
•Total Energy Control System (TECS)
•Lateral tracking uses classical PI control with tuning parameters
•Tuning based on multi-criteria/multi-model parameter opt using MOPS.
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Germany - REAL
DLR autoland controller flight tested in 2000
• DLR autoland control performed well.
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Nonlinear ATTAS simulations
• Technical University of Deflt (Netherlands) developed a m-controller to
replace the dynamic inversion inner-loop controller.
• ONERA (France) developed a fixed-order Hµ controller (“controle
rosbusto”).
Germany - IRIS-T
Infra-Red Imagining System-Tail (IRIS-T) Missile
　
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