User:A5afety/sandbox

A side-stick or sidestick controller is an aircraft control column (or joystick) that is located on the side console of the pilot, usually on the righthand side, or outboard on a two-seat flightdeck. Typically this is found in aircraft that are equipped with fly-by-wire control systems. The throttle controls are typically located to the left of a single pilot or centrally on a two-seat flightdeck. Only one hand is required to operate it; two hand operation is neither possible nor necessary.

This arrangement contrasts with the more conventional design where the stick is located in the centre of the cockpit between the pilot's legs, called a "centre stick". =History=

1903 - In the very first airplane
The Wright Flyer is the first successful heavier-than-air powered aircraft. Designed and built by the Wright brothers, they fly it on December 17, 1903, at Kitty Hawk, North Carolina USA. The pilot flies it lying on his stomach on the lower wing with his head toward the front of the craft in an effort to reduce drag. Its mechanical flight controls consist of a left-mounted side-stick lever to control the Canard elevator for pitch i.e. to fly up or down. The pilot steers left or right by moving a cradle attached to their hips. The cradle pulls wires which warp the wings and turn the rudder simultaneously for roll and yaw. Engine control is by a right-mounted lever.

1974 - Debut in a production aircraft - F16 fighter
The General Dynamics F-16 Fighting Falcon is the first production aircraft to use a side-stick and first flies in 1974. General Dynamics takes the innovative step of eliminating mechanical linkages from the control stick and rudder pedals to the flight control surfaces. The F-16 is entirely reliant on its electrical systems to relay flight commands. Its advanced aerodynamics and avionics, include the first use of a relaxed static stability/fly-by-wire (RSS/FBW) flight control system, to achieve enhanced maneuver performance. Most aircraft are designed with positive static stability, which induces aircraft to return to straight and level flight attitude if the pilot releases the controls; this reduces maneuverability as the inherent stability has to be overcome. Aircraft with negative stability are designed to deviate from controlled flight and are thus more maneuverable. At supersonic speeds the F-16 gains stability (eventually positive) due to aerodynamic changes. Highly agile, the F-16 is the first fighter aircraft purpose-built to pull 9-g maneuvers.[4] To counter the tendency to depart from controlled flight and avoid the need for constant trim inputs by the pilot, the F-16 has a quadruplex (four-channel) fly-by-wire (FBW) flight control system (FLCS). The flight control computer (FLCC) accepts pilot input from the stick and rudder controls, and manipulates the control surfaces in such a way as to produce the desired result without inducing control loss. The FLCC conducts thousands of measurements per second on the aircraft's flight attitude to automatically counter deviations from the pilot-set flight path; leading to a common aphorism among pilots: "You don't fly an F-16; it flies you." The quadruplex design permits "graceful degradation" in flight control response in that the loss of one channel renders the FLCS a "triplex" system. The FLCC began as an analog system on the A/B variants, but has been supplanted by a digital computer system beginning with the F-16C/D Block 40. As of 2015, the F16 is the world's most numerous fixed-wing aircraft in military service.

Adoption in some military fast jets
The following military jets all have side-sticks. The Dassault Rafale first flies in 1986, the Mitsubishi F-2, in 1995 and the Lockheed Martin F-22 Raptor in 1997.

1987 – Debut in an airliner - Airbus A320
The A320 first flies in 1987 and is the world's first airliner to use a side-stick as part of its digital fly-by-wire (FBW) flight control system: input commands through the side-stick are interpreted by flight control computers and transmitted to flight control surfaces within the flight envelope protection; in the 1980s the computer-controlled dynamic system of the Dassault Mirage 2000 fighter cross-fertilised the Airbus team which tested FBW on an A300. At its introduction, fly-by-wire and flight envelope protection was a new experience for many pilots. All following Airbuses have similar human/machine interface and systems control philosophy to facilitate cross-type qualification with minimal training. For Roger Béteille, then Airbus president, introducing fly-by-wire with flight envelope protection was one of the most difficult decisions he had ever made, explaining: "Either we were going to be first with new technologies or we could not expect to be in the market." Early A320s used the Intel 80186 and Motorola 68010. In 1988, the flight management computer contained six Intel 80286 CPUs, running in three logical pairs, with 2.5 megabytes of memory.

Adoption in some airliners
The following airliners all have side-sticks and first fly in the year shown in brackets. Airbus A340 (1991), Airbus A330 (1992), Airbus A321 (1993), Airbus A319 (1995), Airbus A318 (2002), Airbus A380 (2005) Sukhoi Superjet (2008), Airbus A220 2013 (originally designed by Bombardier), Airbus A350 (2013). Airbus 320neo (2014), Airbus 319neo (2017).

Adoption in some business jets
The following business jets all have side-sticks. The Dassault Falcon 7X first flies in 2005, and its larger version the Falcon 8X flies in 2015. The Embraer Legacy 500 first flies in 2012 and the Embraer Legacy 450 first flies in 2013. Introduced in October 2018, the Praetor 500/600 are variants of the Legacy 450 and 500, respectively, with more range.

1995 - 2nd generation “active” side-sticks created for military
In the early nineties BAE Systems develops "active" control sticks also called inceptors, both in side-stick and centre stick versions. They advise that this "is to provide force feedback directly into the pilot’s hand, in real time. This force feedback can take the form of various cues to warn pilots of impending flight envelope limits, which can indicate the plane is being flown unsafely. It provides an intuitive means of giving immediate feedback to the pilot." This force feedback feature is not available with the previous generation side-sticks which then become described as "passive" side-sticks.

2000 - Debut of “active” side-sticks in military fast jets
The following jets all have "active" side-sticks. The Lockheed Martin X35 first flies in 2000, KAI T-50 first flies in 2002 and the Lockheed Martin F35 first flies in 2006.

2007 Feb- Crash report- Dual input hazard cited on “U8 967” (A320)
On 12 February 2007 the final crash report was released for Armavia Flight 967 The crash on 3 May 2006 of an Airbus A320 flying from Zvartnots Armenia to Sochi Russia. It was all-fatal (113) and was the 2nd worst deadliest A320 crash at the time. Amongst multiple findings Russia’s Interstate Aviation Committee investigation assisted by Europe’s BEA, determined that “dual input of the side-stick was involved at very low level as the aircraft aborted an instrument landing approach at night and manoeuvred in poor weather over the Black Sea -(in black hole conditions conducive to spatial disorientation and Somatogravic illusions i.e the illusion of pitching up when accelerating). It was never above ~1600 ft and after the EGPWS sounded the Captain on his side-stick making was making a roll right input and nose up, and the Copilot was making used both full roll left and nose down. The plane was 10 years old having first flown on 28 June 1995. At the time of the crash it had accrued 28000 hours

2009 - Rockwell Collins seeks civil aircraft builder for their "active" side-sticks
Rockwell Collins, who will become Collins Aerospace in 2018, publish a Researchgate.net paper to advise-“Rockwell Collins is rig-testing a full-performance active sidestick controller for civil aircraft, and hopes to launch the next-generation cockpit feature by partnering with an airframe maker to develop the initial application. The device will therefore move just like a traditional control yoke providing better pilot situational awareness than non-moving passive devices. Liebherr Aerospace and Illinois-based MPC Products, now owned by Woodward Governor, are also pursuing commercial outlets for active sidesticks. Launched as a research-and-development effort in 2006 to devise passive and fully active sidestick inceptors, the work has centered on progressively more sophisticated builds of a demonstrator rig. The development rig is fitted with a programmable touch-screen interface that allows various stick forces, programmable feel gradients, soft stops, breakouts, stick-shaker and other modes to be evaluated. Active mode would also include programmable tactile pilot queuing functions such as stall warning, and programmable displacements to soft stops or over-ride forces as well as hard stops such as control jams.”

2012 Jul -Crash report - ‘Dual input' hazard cited on "AF 447" (A330)
On 5 July 2012 the final crash report is released for Air France Flight 447. It was an all-fatal (228) crash on 1 June 2009 and the deadliest accident involving the Airbus A330. Amongst multiple findings, France's Bureau of Enquiry and Analysis for Civil Aviation Safety (BEA) determines that “dual input” of the side-stick was involved as the aircraft stalled from high level started above 35000 feet. The Captains side-stick had used a nose-down input as the Co-pilot’s sidestick had a nose-up input. It occurred in an aural environment, as described by BEA, “saturated” by other automated loud aural alarms. 3 pilots were in the cockpit. The aircraft was a 4 year old Airbus A330-203. It first flew on 25 February 2005, then delivered 2 months later to the airline on 18 April 2005. At the time of the crash, it was Air France's newest A330.

Media warns on 1st generation “passive“ side-sticks in 2-crew cockpits
Two years after the crash of AF 447, the "Black Boxes" including cockpit voice recorder have been found by 2 May 2011 at a depth of 4000 metres. They are recovered the next day and their complete contents downloaded and studied with findings included in the 3rd interim crash report which is the 2nd last report, published 29 July 2011. The cockpit recording has a clear admission by a pilot of misuse of the side-stick which equates to prolonged inadvertent 'Dual Input'.

Daily Telegraph UK and Fox News USA - April 2012
On 28 April 2012, 9 months after the 3rd interim crash report (the 2nd last report) is released, British journalist Nick Ross from UK's The Daily Telegraph publishes a comparison of Airbus and Boeing flight controls; unlike the control yoke used on Boeing flight decks, the Airbus side-stick controls give little visual feedback and no sensory or tactile feedback to the second pilot. The cockpit synthetic voice, however, does give an aural message 'Dual Input' whenever opposite inputs are initiated by the pilots. Ross reasons that this might in part explain why the Pilot's fatal nose-up inputs were not countermanded by his two colleagues. His report is repeated in USA's Fox News.

CBS with ‘Sully’ Sullenberger USA - July 2012
On 9 July 2012, 4 days after the release of the 4th and final crash report of Air France Flight 447, CBS TV and its safety consultant Sully Sullenberger publish a short 7-minute documentary ultimately put on YouTube titled "Air France 447: Final report on what brought airliner down" where they film inside an Airbus Simulator to demonstrate how a hazard that exists with "passive" side-sticks in multi crew cockpits such as Airbus had clearly transpired with an all-fatal result, and then film inside a Boeing 747 simulator to demonstrate that very hazard did not exist in other airliners with “traditional” control yokes. On 1 June 2013 CBS TV repeated this warning in “Air France Flight 447's lessons-four years later.”

With the help of cameras placed at the cockpit sides, Sullenberger and CBS show that the location of side-sticks at the cockpit sides effectively hides them when being used and they only require small inputs. An input on a "passive" side-stick by one pilot cannot be seen by other pilots in the cockpit and both pilots can simultaneously and inadvertently give different inputs. The plane's computer either aggregates multiple inputs or a pilot can press a "priority button" to lock out inputs from the other side-stick. However, if both side-sticks are moved in different directions (regardless of which pilot has priority), then both inputs are cancelled out and an aural "dual input" warning sounds.

Air safety certifiers view Inadvertent "Dual Input" of the Airbus side-stick as being suitably safeguarded by those warning lights, aural alarms and pilot procedures and Sullenberger doesn't say that it is unsafe as a primary hazard i.e. if occurring just by itself in a normal cockpit environment. However, he and CBS clearly demonstrate that inadvertent "dual input" can be deadly as a secondary hazard of a cockpit non-normal event that fully occupies all crew, even with extra crew present as in the case of Air France 447. When other loud alarms are triggered then its normal safeguards lose effectiveness being lost amongst those other alarms and even themselves can be a further hazard in adding to a cacophony of alarms and crew confusion.

2012 - BAE Systems makes "active" side-sticks for 2-crew cockpits
By mid-2012, BAE Systems announces their "active" side-stick has been chosen for the Embraer KC-390 tanker/transport that was under development. They advise that, "...an "active" side-stick provides immediate force feedback directly to the pilot’s hand, in the form of various cues to warn pilots of impending flight envelope limits, which can mean the plane is being flown unsafely. It also links both the controls in a 2 crew cockpit so they move in unison as if mechanically linked as with traditional centre sticks. Each pilot can feel the forces and see the displacements the other makes. However this linking is done electrically by the system, and replaces all the complexity, weight, and volume of mechanically linked passive side-stick systems. The result is increased safety and crew coordination in dual pilot situations, which may eliminate industry concerns over dual pilot inputs in passive side-stick-equipped aircraft."

2013 Feb - Crash report - ‘Dual input' hazard cited on "AAW 771" (A330)
On 24 Feb 2013 the final crash report was released for Afriqiyah Airways Flight 771. The crash on 12 May 2010 was the third hull-loss of an Airbus A330 involving fatalities, 103, with one survivor. It is the 2nd worst deadliest accident involving the Airbus A330. It happened eleven months after the crash of Air France Flight 447. Amongst multiple findings, the Libyan CAA investigation, which was helped by USA’s Air Safety regulator FAA and NTSB plus Europe’s BEA, determined that “dual input” of the side-stick was involved at very low level as the aircraft aborted an instrument landing approach after descending below a minimum approach height to 280 feet above ground level (AGL) in fog without acquiring visual reference of the runway. It was under circumstances conducive to Somatogravic illusion i.e. the illusion of pitching up when accelerating). Ultimately, following an alarm 6-seconds before impact, the Captain’s side-stick had used a nose down input as the Co-pilot had a nose-up on his. 3 pilots were in the cockpit.  It crashed within 30 seconds of the abort never becoming higher than 450 feet AGL. Other automated loud aural warnings had been triggered and the Captains “priority” button was not fully serviceable. For forensics that side-stick was later sent to Ratier-Figeac in February 2011, then Crouzet the manufacturer in June 2012, the latter delay due to the Libyan revolution.  The aircraft was 9 months old. It first flew on 12 August 2009 then delivered to Afriqiyah Airways on 8 September 2009. At the time of the accident it had approximately 1,600 hours total flying time and about 420 take-off and landing cycles.

2014 Oct - Safran Group makes “active” side-sticks for 2-crew cockpits
Safran group subsidiary media release announces that at the 2014 National Business Aviation Association trade show and exhibition in Orlando, Florida (USA), Sagem (a subsidiary of Safran) is introducing a prototype of its new ”active” side-stick unit (SSU) for civil airplanes and helicopters. Sagem's “active” side-stick unit is being showcased at Safran's NBAA booth, with dynamic demonstrations in a flight simulator featuring a full glass cockpit.

2015 – Industry teams up on future cockpits - “active” side-sticks included
In a 2015 Skiesmag.com article “Cockpits of the Future” journalist Thierry Dubois reports, “The big three avionics manufacturers—Honeywell, Rockwell Collins and Thales—are quietly preparing the flight decks of tomorrow’s airliners, making the most of recent progress in the understanding of the human brain. Some major improvements are coming from the business aviation world, where missions are often more complex and the flight plan can be changed in flight. These innovations include the front-panel touchscreen, the head-up display (HUD) and the (BAE) active sidestick.” “The third design feature business aviation seems to be pioneering is the active sidestick for fly-by-wire controls. Airbus, the first commercial aircraft manufacturer to have introduced sidesticks, has long despised active versions as useless sophistication. Yet, the in-development Gulfstream G500 and G600 large-cabin business jets will feature active sidesticks.” “Supplied by BAE Systems, the active sidesticks not only move in concert, but also provide force feedback to inform each crewmember about what the other one is doing. “This will help crew coordination,” Carrico noted.” “The question now is to see which commercial passenger manufacturer will be the first to be inspired by Gulfstream’s move.”

Military tanker/transport - Embraer KC-390
The KC-390 first flies in February 2015 equipped with BAE Systems "active" side-sticks and enters service with the Brazilian air force on 4 September 2019.

Business jet - Gulfstream G500/G600
In 2014 Gulfstream Aerospace adopts the BAE Systems "active" side-sticks for their Gulfstream G500/G600. This is a departure from their decades long use of centre-sticks in their extensive range of business jets. The G500 first flies in May 2015 as the first civil aircraft with "active" side-sticks and the G600 first flies in 2016. The G500 enters service in September 2018 and the G600 is in service in August 2019. Gulfstream Aerospace Master Development Test Pilot Scott Martin said “ ‘Pres Henne had made it pretty clear that if you’re going do side-sticks, you want an “active” side-stick.” Gulfstream Aerospace Senior Vice President Programs, Engineering and Test, Pres Henne said “The number one reason was we weren’t going to take safety cues away from the Pilot.”

2015 April - Collins Aerospace’s “active” side-sticks for Russia's MC-21 airliner
On 15 April 2015 Flightglobal.com journalist Stephen Trimble reports that “Active” sidestick controllers will be used on a large commercial aircraft for the first time with the Irkut MC-21 programme’s selection of a system in development for over two decades by a France-based subsidiary of UTC Aerospace Systems, Ratier Figeac In a later Aviation International News YouTube video, Jean-Francois Chanut, General Manager Propeller Systems & President of Ratier Figeac subsidiary of Collins Aerospace said “We have developed and provided (passive) side-stick units to Airbus in particular since the mid 80’s so it’s on all the Airbus fleets but now what we are bringing to the world is the first time we have an “active” side-stick …we are bringing it to the airliners with the Irkuts on the MC-21 Program”

2015 July – Debut in a Helicopter – Bell 525
The 2-crew Bell 525 Relentless flies on 1 July with BAE systems fly-by-wire “active” side-sticks. They are mechanically linked between the 2 pilots. In December 2015 at the 8th Rotorcraft Symposium in Cologne, an event organised by the European Aviation Safety Agency (EASA), Bell Helicopter gives an update on the Fly-By-Wire (FBW) system being developed for their new super-medium helicopter, the 525 Relentless, “Bell is keen to emphasise that the sidesticks are mechanically connected to eliminate two pilots inadvertently fighting each others control inputs.” "Bell elected not to adopt electronically connected flight controls, due to the need for additional electronics to manage that connection and ensure reliability and redundancy."

2015 Dec - Crash report - 'Dual input' hazard cited on "AWQ 8501" (A320)
On 1 December 2015 the final crash report is released for Air Asia Flight 8501. It was an all-fatal (162) A320 crash on 28 December 2014. It is the 2nd worse deadliest accident involving the Airbus A320. Amongst multiple findings, Indonesia’s National Transportation Safety Committee (KNKT or NTSC) determined that “dual input” of the side-stick was involved as the aircraft was in a stall from high altitude starting above 35000 feet. The Captain’s side-stick had used a nose down input and the Co-pilots side-stick had a nose-up. The cockpit voice recorder captured multiple other automated loud aural warnings, including a stall warning, sounding in the cockpit during the final minutes of the flight. The aircraft was a 6 year old Airbus A320-216. It first flies on 25 September 2008 and then is delivered to Air Asia on 15 October 2008. It had 23,000 flight hours accumulated over 13,600 flights. Its most recent scheduled maintenance was 6 weeks earlier on 16 November 2014.

2017 - Debut of "active" side-sticks in an airliner - Russia's Irkut MC-21
On 28 May 2017 the Irkut MC-21 becomes the first airliner to fly with "active" side-sticks. These are supplied by UTC Aerospace Systems and is part of its Fly-By-Wire controls. Russian officials view certification from the European Aviation Safety Agency (EASA) as a gateway to the international Market and EASA begins its flight tests in February 2019. On the 31 Oct 2019 Irkut announces it had completed the third round of EASA flight testing.

2019 - Lord Corporation makes "active" side-sticks
Lord Corporation announces on an October YouTube media release that their “active” side-stick prototype will be demonstrated in a Simulator at the upcoming National Business Aircraft Association show.

=Summary of "passive" side-stick related accidents= Known fatal crashes involving "inadvertent "Dual Input" are-

1. The crash on 3 May 2006 of Armavia Flight 967an Airbus A320 flying from Zvartnots Armenia to Sochi Russia. It was all-fatal (113) and was the 2nd worst deadliest A320 crash at the time.

2. The 1 June 2009 crash of Air France Flight 447 (an Airbus A330 flying from Rio de Janeiro to Paris). All fatal (228) It is the deadliest accident involving the Airbus A330 and Air France’s deadliest accident.

3. The 10 May 2010 crash of Afriqiyah Airways Flight 771 an Airbus A330 from flying Johannesburg to Tripoli. 103 fatalities, 1 Survivor. It is the 2nd worst deadliest accident involving the Airbus A330 Afriqiyah Airways, a state owned Libyan Airline, has had an all- Airbus fleet since 2003. Since 2012 It is an airline banned from flying in Europe’s airspace It is not banned from US airspace.

4. The 28 December 2014 crash of Indonesia AirAsia Flight 8501 (an Airbus A320 flying from Surabaya to Singapore). All fatal (162). It is the 2nd worst deadliest accident involving accident involving the Airbus A320. In July 2007, Air Asia together with all airlines in Indonesia were banned from flying in EU airspace. In July 2010 the ban for Air Asia was lifted. It was not banned from US airspace.

=Summary of suppliers of 2nd generation "active" side-sticks=

1. From 2012 - BAE Systems HQ-Farnborough, UK

2. From 2014 - Safran Group, HQ-Paris, France.

3. From 2015 to 2018 - UTC Aerospace Systems HQ-Charlotte, NC,USA. Done through its French subsidiary Ratier Figeac who have supplied “passive” side-sticks to Airbus Industries since the mid 1980’s

4. From 2018 - Collins Aerospace HQ-Charlotte, NC, USA. UTC Aerospace Systems acquired Rockwell Collins in 2018 and became Collins Aerospace.

5. From 2019 - Lord Corporation HQ-Cary, NC, USA

=China's Comac C919 flies in 2017 after hacking western Intellectual Property= The Comac C919 has “passive” side-sticks and first flew first flew on 5 May 2017. While the airframe is entirely made by Chinese Avic, most systems are made by Western-Chinese joint-ventures: with Honeywell for the flight controls. From 2010 to 2015 the Chinese cyberthreat actor Turbine Panda, linked to the Ministry of State Security’s Jiangsu Bureau, penetrated a number of the C919's foreign components manufacturers including Honeywell and Safran. Crowdstrike argued that the operations involved both cyber intrusion and theft as well as HUMINT operations with the aim of transitioning component manufacturing to domestic companies using stolen intellectual property and industrial processes.

Other Western-Chinese joint-ventures are UTAS for the electric power, fire protection and lighting; with Rockwell Collins for the cabin systems and avionics, with Thales for the IFE, APU, wheels and brakes; with Moog for the high lift system; with Parker for the hydraulics, actuators and fuel systems, with Liebherr for the landing gear and air management; and the CFM engine and Nexcelle nacelle are entirely foreign The engine's nacelle, thrust reverser and exhaust system will be provided by Nexcelle, with such features as an advanced inlet configuration, the extensive use of composites and acoustic treatment and an electrically operated thrust reverser. Michelin will supply Air X radial tyres. Its integrated modular avionics architecture is based on Ethernet. The landing gear is made in China by a joint venture of Germany's Liebherr and Avic's Landing Gear Advanced Manufacturing Corp: Liebherr LAMC Aviation.

=See also=
 * Centre stick
 * Yoke (aeronautics)
 * Fly-by-wire

=References=

=External links=
 * Formation stick from Popular Science 1945.

Category:Design: Category:Aircraft controls: