Essay on Fly by Wire Technology and the use of Fiber Optics in Aviation
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Essay on Fly by Wire Technology and the use of Fiber Optics in Aviation
On May 25th, 1972, Gary Krier took off from Edwards Air-Force Base, California in an F-8 that bore the tail number “NASA 802”. Unique to this flight was that every command Krier gave to the aircraft went first from a joystick and through a digital computer before being relayed to the hydraulic systems that operated the control surfaces: flaps, elevators, rudder, thrust and so-on. This aircraft was the first experiment in Digital Fly-By-Wire but it was already hip deep in the idea: without the computer, Krier would have had extreme difficulty controlling the aircraft because the designers had sacrified stability for speed and maneuverability. So began a one-way migration away from direct human control of things and towards computer mediated control. It began with warplanes, and may yet end with people.
Adding a computer between the pilot and the plane was like sprinkling magic pixie dust: you got all of the benefits with hardly any drawbacks. Fly-By-Wire makes the aircraft lighter because it eliminates the bulk of the hydraulic systems. It makes it more maneuverable because the computer can perform hundreds more adjustments per second than a human. It makes passenger aircraft fly smoother, and with greater fuel economy. Plus on warplanes, wires were even less vulnerable to battle damage than regular control lines. Throw in enough redundancy and it even becomes less susceptible to failure than a traditional mechanical control system. Fly-by-wire's advantages were so obvious that designers were thinking about it in the 60s, and it was only computers they waited on to get small and powerful enough to fly a plane.
The other reason for DFBW was to correct for something called Pilot Induced Oscillations (PIO), which is where the pilot over-controls the aircraft and a sustained oscillation results...............
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