Fly-By-Wire Flight Controls

John Carrier wrote:
Glide speed generally provides sufficient windmill RPM on the engine(s) to
provide sufficient hydraulic power so that the controls (they don't have to
be fly-by-wire, any irreversible hyd flight control system is effected) have
sufficient pressure and volume to operate normally with moderate control
inputs.

R / John


The B747 and B737 (not sure about the B737 NG aircraft) uses
windmilling of main engines for providing hydralic power but also has
substantial battery backup to provide electrical power. FBW aircraft
are more dependent on electrical power so tend to use RATS but
B747/B737 have power or power assisted controls but not FBW.

The RAT generates hydraulic pressure for the flight controls and then
derive electrical power from a hydraulic motor driven generator.

I believe the DC10/MD11 used ATG (Air Turbine Generator) and thus
reversed the setup with the turbine driving a generator to power a
electrical bus and then deriving hydraulic power from this.

VC10 had both a RAT for Hydraulic power and ATG for electrical.

APU's generally can't be started reliably in flight but 3+ hour ETOPS
certified aircraft like the B777 have special APU that are certified to
start after a cold soak.

"Eunometic" wrote

ETOPS ???
--
Jim in NC

ETOPS ???

"Engine turns or people swim". It has an official name too, it is part
of special certification of twins for long range overwater operations
(otherwise you need more engines)

Jose
--
You can choose whom to befriend, but you cannot choose whom to love.
for Email, make the obvious change in the address.

Morgans wrote:
"Eunometic" wrote

ETOPS ???

Extended-range Twin-engine Operation Performance Standards.

Basically, it means the aircraft can operate overwater* as long as it is
within X minutes from a divert airfield (where X is anywhere from 75
minutes to 180 minutes). The idea is that an ETOPS-rated twin-engine
aircraft is reliable enough that even if one engine fails the other will
keep running and keep the plane flying at least the rated time, so that
a safe landing is possible.



*Technically, anywhere more than 1 hour from a divert field, so ETOPS
applies to long-range overland routes too, but the oceanic routes were
the main drivers.

--
Tom Schoene lid
To email me, replace "invalid" with "net"

On 14 Dec 2005 22:43:21 -0800, "Charles Talleyrand"
wrote:

Suppose a smaller airplane with it's fly-by-wire controls goes runs out
of fuel. All the engines quit. On a larger jet a ram air turbine
would drop into the airstream and power the controls. How does it work
on smaller planes like the Dassault Falcon or the F-16?


F16's have a EPU, and according to this link
http://www.f-16.net/f-16_forum_viewtopic-t-1056.html you've got
around 10 minutes in Hydrazine mode, to find a nice piece of concreet.
After those 10 minutes it's gonna be a membership of the Martin Baker
Fanclub.

greetz Mu

"Mu" wrote in message
...
F16's have a EPU, and according to this link
http://www.f-16.net/f-16_forum_viewtopic-t-1056.html you've got
around 10 minutes in Hydrazine mode, to find a nice piece of concreet.
After those 10 minutes it's gonna be a membership of the Martin Baker
Fanclub.
Love the reference to Baker!!!

Carl Orton wrote:
"Mu" wrote in message
...
F16's have a EPU, and according to this link
http://www.f-16.net/f-16_forum_viewtopic-t-1056.html you've got
around 10 minutes in Hydrazine mode, to find a nice piece of concreet.
After those 10 minutes it's gonna be a membership of the Martin Baker
Fanclub.
Love the reference to Baker!!!

http://www.martin-baker.com/ejject_tie_club.html

The Ejection Tie Club

The Ejection Tie Club was funded by Sir James Martin CBE DSc CEng
FIMechE FRAeS.

The primary objective of the Club is to provide a distinctive tie to be
worn with civilian clothing and thus to provide a visible sign of the
members' common bond. The design of the tie incorporates the warning
sign to be found on all aircraft equipped with an ejection seat.

Life membership of the Martin-Baker Tie Club is confined solely to
persons who have ejected from an aircraft in an emergency using a
Martin-Baker designed ejection seat, and thereby saved their life.

Membership currently numbers 5270.

CONTACTS:
Club Secretary
Mr. Eric Thomas
Product Support & Security Controller
Tel: +44 (0) 1895 836535


Chairman
James W. Martin CBE MA BAI CEng FRAeS
Joint Managing Director


In January 2003, Martin-Baker welcomed Comandante Nacho Lombo (left)
and Coronel Eduardo Cuadrado in the Ejection Tie Club.

The two pilots had ejected from a Spanish Air Force Eurofighter in
November 2002.


Female Pilots

The first female pilot to eject was Lt. Linda Heid on 11 February 1991
and since then The Ejection Tie Club has welcomed a growing presence of
women like Jessica Gardner and Bismi Devassy.

Jessica Gardner ejected from a T-45 Goshawk on a NACES ejection seat
during her first solo flight on the 15th April 1997.

Jessica was practising touch and go landings when a Turkey Vulture
struck the aircraft. She attempted to regain control of the aircraft
but the damage was such that the aircraft was sinking rapidly so she
initiated ejection on the final approach to the airfield.


At the time of the ejection Jessica was undergoing training as an
Ensign at NAS Naval Air Station Kingsville, Texas. Jessica completed
her flying training and was posted to a S3 Viking squadron; these
aircraft are not fitted with Martin-Baker ejection seats.

In April 2002 Jessica was in the U.K. with her family and took the
opportunity to visit the Company where she toured our facilities and
met many of the work force and the Directors. In July this year Jessica
will return to Kingsville as an Instructor on T-45 Goshawk aircraft and
will be teaching students to fly this aircraft. Both Jessica and her
parents expressed their thanks to all at Martin-Baker for saving her
life.

James W. Martin (right), Joint Manager Director, welcomes Jessica
Gardner and her parents at Martin-Baker Headquarters in Denham. (April
2002)

--------------------------------------------------------------------------------

Bismi Devassy ejected from a Kiran Trainer aircraft operated by the
Indian Air Force on the 4th November 1996. At the time Bismi was a
Flight Cadet at the Indian Air Force Academy undergoing pilot training.


Whilst on a solo flight she encountered problems with the aircraft
radio and direction finding equipment, the aircraft became low on fuel
and Bismi realised that she would not be able to make it back to base
and therefore had no option but to eject. Bismi is one of the 6
successful lady ejectees who have had to use Martin-Baker ejection
seats.

Subsequent to her ejection she qualified as a pilot but was posted to a
transport squadron where she serves today as a Flight Lieutenant.

Mu

Don't you mean the Caterpillar Club? I'm a member and people are
always asking me what the Pin is.

Big John
`````````````````````````````````````````````````` ```````````

On Thu, 15 Dec 2005 14:00:30 GMT,
(Mu) wrote:

On 14 Dec 2005 22:43:21 -0800, "Charles Talleyrand"
wrote:

Suppose a smaller airplane with it's fly-by-wire controls goes runs out
of fuel. All the engines quit. On a larger jet a ram air turbine
would drop into the airstream and power the controls. How does it work
on smaller planes like the Dassault Falcon or the F-16?


F16's have a EPU, and according to this link
http://www.f-16.net/f-16_forum_viewtopic-t-1056.html you've got
around 10 minutes in Hydrazine mode, to find a nice piece of concreet.
After those 10 minutes it's gonna be a membership of the Martin Baker
Fanclub.

greetz Mu