"Peter Stickney" wrote in message
...
In article ,
(Eunometic) writes:
Alan Dicey wrote in message
...
Emilio wrote:

Do F-15 fly by wire system prevent the aircraft from stalling
at that low
speed? Last time I saw an aircraft with fly by wire system did
such a
stunt, Airbus plowed right in to the forest at the end of the
forest!


The F15 does not have what avionics people think of as
fly-by-wire. In
fly-by-wire the control surfaces are moved by the computer alone,
which
integrates control inputs (pilots suggestions) with the aircrafts
position in the flight envelope (the sensed environment). In
fly-by-wire there is no mechanical connection between the pilot
and the
control surfaces. The F-15 has hydromechanical connections
between the
pilots controls and the ailerons, stabilators and rudders.

What the F-15 does have is a stability augmentation system.

http://www.globalsecurity.org/milita...raft/f-15e.htm

The first production fly-by-wire aircraft was the F-16.

Concord actually. They even wanted to put sidearm controllers on
it.

F-111, actually. And, perhaps the A-5 Vigilante, depending on how
you
want to define FBW.


This is a cut and paste job. However I suspect we could go back to
before even 1956.


A few quotes from the relevant chapter from Bill Gunston's book
"Avionics":

The author was privileged to have flown in about 1956
in the world's first FBW aircraft, the Tay-engined
Viscount 663 which had been bailed to Boulton Paul to
support the Valiant bomber programme. Through primitive,
the system was true pioneering. The right-hand seat was
'all electric', with wiper potentiometers transmitting
pilot demands along dual electrical channels (I believe
one used 28V DC and the other, basically identical, used
110V AC), with a feedback potentiometer at each powered
surface.

[snip]

In 1962 the basic design of Concorde was settled, one of
the Anglo-French choices being to use fully powered elevons
and rudder with electrical signalling. (Further it is
added the the jet inlet control system is also FBW.)

[snip]

In 1972 the United States got into the act, most notably
with the NACA F-8C Crusader, which in May 1972 made the
first FBW flight without mechanical reversion. This
aircraft had simplex digital control, the first wholly
non-analog aircraft in the world, the standby system
being triplex analog.

[snip]

These encouraging results confirmed Panavia in their
much earlier (1968) choice if triplex analog for Tornado,
and, apart from Concorde, this was the first production
FBW aircraft in the world. [snip] FBW links feed the
computerised outputs to the tailerons, spoilers and
rudder, with mechanical reversion for the tailerons only.

[snip]

Tornado first flew in 1974, and the same year saw the
first flight of the General Dynamics YF-16. [snip] Its
FBW system was the first in the world to have no
reversionary system whatever.