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10,4
6,4
STL 945.7136/97
Performance comparison : major results and conclusions
5.19
􀁺 All measurements of smoothness and stability
favoured the sidestick by a large margin :
- for roll and pitch angles and rates, standard
deviations and rate through zero were reduced
by 20% or more when flying with the sidestick,
- accelerations in all three axes showed a large
reduction in standard deviation and rate
through zero when flying with the sidestick
STL 945.7136/97
Performance comparison of sidestick/FWB and conventional controls
5.20
N1 engine No.1
Standard deviation
N1 engine No.1
Reversal rate
Pitch trim + elevator
+ aileron reversals
vs
Any sidestick reversal
STL 945.7136/97
Performance comparison : major results and conclusions
5.21
􀁺 All parameters related to fuel burn showed
significantly better values with sidestick :
- the sidestick/EFCS combination should
improve fuel economy through unnecessary
control surface movements and increased rear
C.G. limits.
􀁺 Pilot control inputs were reduced by 50% or more
and the system still achieved much better overall
performance :
- lower pilot workload should allow more time for
dealing with emergencies and managing flight
efficiency.
STL 945.7136/97
A319/A320/A321 EFCS architecture
5.22
G Y Y G G Y Y G
G
B B
B G B
G Y
B G Y B
ELAC 2 SEC 1 2 3
2 Elevator/Aileron Computers (ELAC)
Ground spoiler
LAF*
Roll
Speed brake
LH Aileron
ELAC 1 2
SEC 2 1 1 3 3
Normal control
Normal
control
THS actuator**
Hydraulic
B – Blue system
G – Green system
Y – Yellow system
* LAF = Load Alleviation Function (A320 only)
**THS = Trimmable Horizontal Stabilizer
LH Elevator LH Elevator
ELAC 1 2 2 1 2 1 ELAC
SEC 1 2 1 2 2 1 SEC
Mechanical
3 Spoiler/Elevator Computers (SEC)
Ground spoiler
LAF*
Roll
Speed brake
RH Aileron
3 3 1 1 2 SEC
STL 945.7136/97
A319/A320/A321 EFCS redundancy aspects
5.23
Use of dissimilar redundancy
􀁺 Two types of computer - two ELACs to achieve aileron
control and normal pitch
control
- three SECs to achieve spoiler
control and standby pitch
control
􀁺 No single type of μ P : ELAC - Motorola 68000
SEC - INTEL 80186
􀁺 Each ELAC and SEC is divided into two units :
- one Control Unit (COM)
- one Monitoring unit (MON)
􀁺 Four different softwares : ELAC COM + MON
SEC COM + MON.
􀁺 Physical separation of hardware for COM and MON units.
In addition, mechanical back-up (through rudder and
stabilizer control) will ensure adequate control in case of
temporary loss of all electrical power sources including
batteries.
STL 945.7136/97
A319/A320/A321 EFCS electronic protections
5.24
Self tests
􀁺 Each computer is able to detect its own failures :
- processor test (check sum, watchdog…)
- electrical supply monitoring
- input and output test
- wrap around of output to input.
-
􀁺 Inputs are monitored :
- by comparison of signals of the same type but
sent by different sources
- by checking the signal coherence.
Other protections
􀁺 Specific routes are dedicated to :
control signals
monitoring signals
􀁺 Signals are linked :
ELAC 1 and SEC 1 computers on one side
ELAC 2, SEC 2 and SEC 3 computers on the other
side.
􀁺 ELAC and SEC computers are qualified in
convenience with DO 160 for electrical susceptibility
test, the most severe category (Z) being applied.
- Wires are installed in metal shields in the exposed
areas.
- For each signal, wires are twisted.
- No signal grounding in the exposed areas.
- Computer inputs and outputs connected to
exposed wires are protected against the most
severe spikes.
􀁺 This protection, combined with the precautions taken
in the software, ensure good protection against
lightning strikes and electromagnetic disturbances.
STL 945.7136/97
A319/A320/A321 EFCS flight envelope protection
5.25
Overspeed protection
􀁺 Positive load factor demand automatically applied
when Vmo + 6kt ot Mmo + 0.01 is reached,
-
􀁺 Speed limited to Vmo + 16kt and Mmo + 0.04 when
full nose-down stick is maintained,
􀁺 Vmo/Mmo warning :
- continuous repetitive chime
　
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