‘Redundancy in fly-by-wire systems is achieved in several different ways: Multiple routing used for control wiring in order to provide alternate electrical paths; Computers compare co1 inputs with control surface responses; Finally, the flight control computers themselves redundant. ‘Advantages of fly-by-wire over conventional systems are many. Control responses ca varied automatically to accommodate different flight situations. Reductions in aircraft we and mechanical maintenance can be significant. Cockpit and instrument panel space is reclai by removing the massive linkages of mechanical control yokes. In some fly-by-wire aircraft the A-320 and other newer Airbus aircraft), yokes have been replaced by “sidesticks?” joys mounted at the pilots’ sides (see Figure 5.7). In others, such as the Boeing 777, conventi control yokes drive fly-by-wire control systems. sidestick replaces conventional yoke for pitch and roll control Figure 3.7 | Sidestick controller used in some fly-by-wire arrcraft. While many pilots are leery of flying aircraft without mechanical control linkages, fly-by- systems have been used by the military for years, and the benefits are such that pilot accept, continues to grow: It’s important that all of us pilots get used to the idea of alternate co1 systems, since manufacturer interest in them is very high right now. Another recent developn for example, is fly-by-light technology, where pilots are connected to their precious co1 surfaces via optical interfaces. Pressurization Pressurization is one of those aircraft systems that is very simple in concept but surprisi complicated in execution. The principle, of course, is to seal up the airplane’ cabin ir pressure vessel. Air is then pumped in to maintain internal pressure as close as possible to at sea level. The complexity, however, begins with the aircraft fuselage as a pressure container. The pres vessel does not occupy the entire fuselage but rather uses pressure bulkheads, plus the c skin, to contain the passenger cabin and some or all cargo areas. Control cables, wiring, plumbing must pass through the pressure vessel, with further perforation by exits, windand emergency exits. To make matters worse, the aircraft fuselage changes dimensionally every pressurization cycle, Obviously, sophisticated engineering and maintenance is requ for such an aurcraft. (See Figure 9.8.) Win presi ied ic BN fram eran compressor section dictate: 24,00 epee anton Seder {ctr 35001 = ae 7 Airis pumped into an arcrat’s pressure vessel” in eeder to reproduce the atmospheric pressures found at lower aliuds. Note thatthe prasiura vessel doas rot anvalop the ‘entie fuselage. Some baguage cotmoartinens, for example, ae usualy located outside of the pressure vessel, Don't put arw animals or temperature-serstive matarial there! Figure 5.8 | Cabin pressurization. In turbine aircraft, a steady supply of engine bleed air is used to pressurize the cabin. C pressure is then controlled by modulating the exhaust of cabin air via outflow valves. Out valves are manipulated via a pressurization controller operated by the pilot. ‘The main measure of pressurization system's efficiency is known as its maximum differe: (or max diff). This is simply the maximum ratio of cabin pressure to outside air pressure the pressurization system and vessel can sustain, Max diff varies significantly by aircraft | ‘This is due to many factors, including pressure vessel design, engine bleed air capacity, aircraft weight and power considerations. For many pressurized aircraft, certified maxir operating altitude is determined not by the airplane's service ceiling but by the ability 0. pressurization to meet supplemental oxygen requirements of the FARs, Maximum oper altitudes, in such cases, are defined by the greatest altitude the aircraft can attain and maintain legal cabin altitudes (10,000 feet under 14 CFR Parts 135 and 121, and 12,500 fee Part 91). Pressurization Indicators and Controls Pilots control pressurization by setting one or more variables in the pressurization contr Keep in mind that there are two types of aircraft performance involved in pressurization airplane's climb/descent performance and that of the cabin. Pressurization systems of all t are monitored in the cockpit via cabin altitude, cabin rate of climb, and pressure differe: indicators (Figure 5.9).cabin rate of climb (shown indicating 50 fpm cabin climb) ‘cabin altitude in 10005 of feet (indicates 7000 ft cabin, as shown) 000s fom, By ‘maximum differential (maximum allowable pres- sure difference between cabin and outside atmo- 7 cabin differential (pressure difference between cabin air pressure and outside air pressure, sphere; “max diff" shown here as 7.8 psi) Shown indicating 5.6 ps) Figure 5.9 | Cabin prossurization indicators. Pressurization controllers vary in design from simple to complex. On old airplanes, p manually controlled the outflow valves to meet charted values for maximum differential those systems, pilots had to manually calculate and adjust cabin rate of climb for every c and descent. ‘This is not particularly difficult, but it requires lots of attention compared newer systems. It’s worth taking a quick look at the calculations, since when a newer system the copilot (probably you!) often gets stuck regulating pressurization the old way. Beside helps in understanding how pressurization controllers work (see Figure 5.10).