B 757/767 Autopilot
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B 757/767 Autopilot
Hi folks, i was wondering i some Boeing pilots could make a comment on this:
Quote from: http://letsroll911.org/ipw-web/bulle...pic.php?t=8729
Fact or fiction? 
Quote from: http://letsroll911.org/ipw-web/bulle...pic.php?t=8729
The Boeing 757 and 767 are equipped with fully autonomous flight capability, they are the only two Boeing commuter aircraft capable of fully autonomous flight. They can be programmed to take off, fly to a destination and land, completely without a pilot at the controls.
They are intelligent planes, and have software limits pre set so that pilot error cannot cause passenger injury. Though they are physically capable of high g maneuvers, the software in their flight control systems prevents high g maneuvers from being performed via the cockpit controls. They are limited to approximately 1.5 g's, I repeat, one and one half g's. This is so that a pilot mistake cannot end up breaking grandma's neck.
No matter what the pilot wants, he cannot override this feature.
They are intelligent planes, and have software limits pre set so that pilot error cannot cause passenger injury. Though they are physically capable of high g maneuvers, the software in their flight control systems prevents high g maneuvers from being performed via the cockpit controls. They are limited to approximately 1.5 g's, I repeat, one and one half g's. This is so that a pilot mistake cannot end up breaking grandma's neck.
No matter what the pilot wants, he cannot override this feature.
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Complete fiction. The 757 at least cannot be programmed to perform a takeoff and in my company must be hand flown until the autopilot can be engaged at a minimum of 500' AGL. There is also no flight envelope protection, the plane will do whatever the pilot commands it to, even if this results in a stall or worse. The only fully automatic stall protection the 757 has is auto-slat deployment at high angles of attack.
The article sounds more relevant to modern Airbus aircraft which are fly-by-wire and have flight-envelope protection.
The article sounds more relevant to modern Airbus aircraft which are fly-by-wire and have flight-envelope protection.
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Nice fiction
Tell that guy to dial in 50000 ft on the MCP, hit V/S and select +6000
Now the real question is:
do you have enough time to call relatives and say goodbye?
(say starting at around 10k ft)
Tell that guy to dial in 50000 ft on the MCP, hit V/S and select +6000
Now the real question is:
do you have enough time to call relatives and say goodbye?
(say starting at around 10k ft)
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They are intelligent planes
They are limited to approximately 1.5 g's, I repeat, one and one half g's.
The article sounds more relevant to modern Airbus aircraft which are fly-by-wire and have flight-envelope protection
depends on the degree of automation in use.
do you have enough time to call relatives and say goodbye?
Last edited by FS-chick; 9th Jul 2005 at 21:15.
that is I agree a fruitcake
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The Aircraft you speak of is the A330/ 340
Its primary flight control computers will limit the manoeuvring loads to a max of 2 Gs or 1.5 which ever is correct.
Cannot be overridden...Max bank angle of 63 degree nose down of 15 and stall / alfa protection for nose up.
To get the aircraft into direct law that will override you need to turn alot of computers off. All but one primary and secondary flight control computers your inertial systms and some of your Air data (pitot / static)
Not any situation any pilot I have ever met would want to be in a Airbus
The 767/757 is a direct control aircraft. Cables to to actuators that move flight contols
With Boeing the pilot inputs to the controls he/she will acheive surface displacement equal to the input even if it will rip off the wing tail etc Pilots discretion
Airbus. Put a command into joystick ..aircraft thinks about it..and gives an output that will be the cheapest(fuel burn) displacement of control surface for the manoeuvre requested
Phil Hudson you were correct for the wrong aircraft
Hope this helps
Its primary flight control computers will limit the manoeuvring loads to a max of 2 Gs or 1.5 which ever is correct.
Cannot be overridden...Max bank angle of 63 degree nose down of 15 and stall / alfa protection for nose up.
To get the aircraft into direct law that will override you need to turn alot of computers off. All but one primary and secondary flight control computers your inertial systms and some of your Air data (pitot / static)
Not any situation any pilot I have ever met would want to be in a Airbus
The 767/757 is a direct control aircraft. Cables to to actuators that move flight contols
With Boeing the pilot inputs to the controls he/she will acheive surface displacement equal to the input even if it will rip off the wing tail etc Pilots discretion
Airbus. Put a command into joystick ..aircraft thinks about it..and gives an output that will be the cheapest(fuel burn) displacement of control surface for the manoeuvre requested
Phil Hudson you were correct for the wrong aircraft
Hope this helps
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As my first ever A320 Training Captain told me: "It is quite easy to crash the Airbus, it just won't be stalled when it hits the ground"
2.5g is the normal certification figure for these type of aircraft - hence the 63deg AoB limit.
The passage is still balls, even if intended to describe (any) airbus instead of the 75/76.
2.5g is the normal certification figure for these type of aircraft - hence the 63deg AoB limit.
The passage is still balls, even if intended to describe (any) airbus instead of the 75/76.
