Ralgha From United States of America, joined Nov 1999, 1614 posts, RR: 5
Reply 1, posted (15 years 4 months 1 week 1 day 21 hours ago) and read 2392 times:
Just because they don't have a joystick it doesn't mean that it's not fly-by-wire. My main problem with sidesticks such as Airbuses use, is that if a left handed pilot is sitting in the left seat, he/she can't write without removing his/her hand from the stick.
DLMD-11 From , joined Dec 1969, posts, RR:
Reply 4, posted (15 years 4 months 1 week 1 day 20 hours ago) and read 2388 times:
One reason that military jets don't have a yoke - and have a joystick - is that so that, if you have to eject, you don't knock your legs off at the knees and once you hit the ground end up walking around 3ft tall - it's nothing whatsoever to do with the flight control system, be it analog or FBW.
The same reason cannot be said for commercial airlines.
It has to be said that in a humerous way, I kinda agree with Hypermike. I would take an L-1011 or MD-11 over any other aircraft given the choice, tho, so I may be a little partial.....
TEDSKI From , joined Dec 1969, posts, RR:
Reply 5, posted (15 years 4 months 1 week 1 day 19 hours ago) and read 2371 times:
The only problem with a fly-by-wire system is if there isn't a manual backup system like the 777 has. The Air Force had problems with the fly-by-wire system in the F-16 fighter. If both systems in the fighter failed the only way to save yourself is to eject.
Dash8tech From United States of America, joined Jul 1999, 732 posts, RR: 5
Reply 8, posted (15 years 4 months 1 week 1 day 16 hours ago) and read 2358 times:
Fly by wire isn't so bad. Look at the fact that many FBW systems all told have about 9 redundant backups. Whereas hydraulic...2 or three. As far as the pilot taking his hands off of the yoke to write....if (most airliners anyway) all systems are functioning correctly the pilot only rotates and flares anyway...if that these days! They don't even really have to do that, set the flaps, set the FMS, etc. Then hit the TO/Go Around buttons and the flight director does the rest....except retract/extend the gear and flaps.
Delta737 From United States of America, joined Jun 1999, 516 posts, RR: 11
Reply 9, posted (15 years 4 months 1 week 1 day 15 hours ago) and read 2355 times:
Hmm, generally most pilots leave the autopilot off until about 18,000 feet or so and then will generally hand fly the arrival and/or the approach. At least as far as I've seen on the 737.
I'll pop it on thru about 5,000 if we're departing an airport like EWR when you're superbusy during the SID/departure so the non-flying pilot doesn't have to work the radios and set the heading/course bugs and any Flight Director commands.
Fly by wire doesn't really excite me all that much. The only advantages to the fly by wire system are enjoyed by the engineers that designed it and may (maybe not) the mechanics that work on them.
And to answer another question, I'm not too sure of how many pilots are writing notes while they hand fly an aircraft.
Boeing727 From United States of America, joined May 1999, 960 posts, RR: 0
Reply 10, posted (15 years 4 months 1 week 1 day 1 hour ago) and read 2334 times:
Good point Hypermike. I much rather fly in an airplane that is flown by the cable and pulley system, rather than electric pulses. I strongly believe that every airliner has to have a red button and turn all this computer garbage off. They are helpful in many instances, yes I agree on that, but when the occasion arises a pilot needs to be able to get back to the basics and the reason he/she is in the seat in the first place and that is to "FLY" the aircraft; and not pretent to be a computer programmer supervising a bunch of screens with hundreds of people behind him. I understand that technology will always push this industry further into automation, but there has to be a manual override.
Phil330 From Australia, joined May 2011, 0 posts, RR: 0
Reply 11, posted (15 years 4 months 1 week 1 day ago) and read 2334 times:
Firstly it is rarely the case that whilst hand-flying the aeroplane any pilot will need to write anything, as "Delta737" rightly suggested.
I moved from the 757/767 to the A320/330 around 2 years ago now. At first I was very dubious about the aircraft, and the sidestick, and was unpleased at being changed onto the airbus fleet. After I began training, however, I realised that it is very easy to get used to and has many advantages.
People on this topic appear to be suggesting that fly-by-wire aircraft like the A320 and 777 do not have an autopilot disconnect button?! There is a "manual over-ride" on every aircraft as far as I know, fly-by-wire types are no exception. The only thing that is different is the way the hydraulic control surfaces are moved (via electrical systems rather than metal cables, which is a huge weight saving and has been proven to be safer and less likely to fail).
Another misconception is that if the computers on fly-by-wire aircraft fail all control is lost and the aircraft plummets to the ground. In fact all aircraft have backup control systems, and on the A320 and 777 hydraulic links are still in place allowing the aircraft to be flown in the one in a billion chance of a complete computer failure.
Fly-by-wire is the future of aircraft technology, it is like the difference between a typewriter and a word processor. Boeing entered the fly-by-wire market itself with the 777, and until a successor is found to this method of control the manufacturer will never depart from it, and no new Boeing will ever be made again without FBW controls.
(p.s. moving back to the 757/767 this March for family reasons for those who are interested!)