![]() ![]() This means the aircraft is more stable and requires less fiddly input. ![]() Finally, in normal law, when you give a command on the stick you're not commanding deflection but a rate of change. Without hard protections, you would either not be able to get as close to max lift as easily or you might go past max lift and hit critical angle, ie stall. The FADEC will give you maximum deliverable thrust and the aircraft will pitch back to alpha floor, ie max lift. Put the throttles in the TOGA detent and pull all the way back on the stick. These have benefits - there are very few situations where you'd knowingly want to exceed any of these parameters, and some cases where the protections are very useful - escaping windshear, for example. (Hard stall protection is sort of required, as the auto trim holds a nose position, not a speed, so if you point the nose somewhere and pull the power off, it will not nose down until it hits alpha floor, unlike a Boeing). So, in normal law, you cannot exit the flight envelope by using the sidestick alone. In normal law, the aircraft will roll only to 66 (68?) degrees in either direction, will not nose down into an overspeed, and will not allow the angle of attack to exceed 14 degrees or something and stall (known as alpha floor). So Airbus has hard protections written into its FBW when it's operating in normal (ie everything fine) law. The point is to give the pilots as much help as possible. Let's forget all this nonsense about Airbus trying to remove the pilot - that's not the aim. This extends into the way that FBW works. As such, Boeing kept a yoke (even though there's no physical need to, as there's no more cables to pull), linked the control columns, put servos in control column and throttles so they can move to display what the AP/AT is doing, still kept manual trim (although when you trim you're setting a reference speed, not really trimming) kept old flap settings etc. Wheras Airbus fully embrace FBW and make no apologies in the way they implement it - using a sidestick, away with most manual trim, no servos in throttles / sidestick - Boeing try to make their FBW a/c feel as traditional as possible. However, the implementation of FBW is different. 777 and 787 are both fully FBW, 737MAX is going to be incorporating a lot of FBW too, and ofc, all modern Boeings also have FADECs. Many people think that only Airbus uses FBW but this isn't true. If you want to look at differences in modern products, the most obvious is control law differences between the 787/777 and the A320/330/340/380. FAA Supplemental Type Certificate searchĪviationpics flying helicopters atc flightsim gliding cockpits homebuilt aviationgifs aviationpornĪ guide to become a pilot in the United StatesĪll in all they're fairly similar imo.FAA Special Airworthiness Information Bulletin search.Sub Rules Be sure to check out the WIKI/FAQ!įAQ Ultralight This subreddit is for enthusiasts fascinated with flight to post and discuss news, events, technology, specifications, pictures, history, and anything related to aviation. ![]()
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