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Aviation History
2003
2003 - 1464.PDF
/Technical description Windtunnel testing led to a design for a highly agile aircraft with transonic aero dynamics. (top). The M346 is built with as few parts as possible to improve simplicity (centre). The Honeywell F124-200 replaces the original Russian engine (bottom) Operators will be able to refuel the M346 with engines running to increase operational use of the aircraft America flight control computer. The same company is supplying the air data sensors, which are already flying on the Korea Aerospace Industries/Lockheed Martin T-50 and the latest Lockheed Martin F-16 fight ers. These will be arranged in a skewed con figuration around the nose, which does not disturb the airflow, says Trombetta. Smiths Aerospace is providing the pri mary actuators, while Microtecnica is pro viding the same devices for the leading- and trailing-edge flaps. A rotary actuator is used to drive the leading-edge flap while a ballscrew is used on the trailing edge. OMA is providing the airbrake actuation. Aermacchi's FCS experience dates to the late 1980s, when it built a rig with a triplex 98 10-16 JUNE 2003 FLIGHT INTERNATIONAL flight control computer and a duplex direct drive valve actuator. The M346's quadruplex FCS provides full operation for the essential functions even after two elec trical failures. After the loss of the airflow signals (angle of attack, angle of sideslip) the FCS reverts to alpha-fail mode while in case of loss of pressure signals it reverts to fixed-gain mode. The M346 is marginally stable, so stability augmentation is used. As the system is quadruplex, it has four air data probes, and the same number of inertial sensors, flight control computers, and pilot input transducers (on each incep- tor). Each primary actuator has four input signals and four feedback loops. The "high performance" leading-edge flap is controlled by "dual duplex system", while the trailing-edge high lift devices and airbrake are managed with straightfor ward duplex systems as there is less of an implication for safety. All surfaces have fail-safe modes - the airbrake fails closed, for example. Flight testing will validate the transition to failure and reversionary modes, says Cioffi, adding that the interim software releases will be used to fix any issues. Cockpit set-up As with today's fighters, the M346 has a glass cockpit and hands on throttle and stick inceptors for the two crew. The dis plays can be set up independently in either cockpit or mimic the other pilot's screens. The displays are also a key part of Aermacchi's embedded training system that allows pilots to be instructed for com bat operations, forcing the trainee to use radar and other "sensors" - all simulated within the embedded training system - to take on opposition forces. Each cockpit is dominated by a head-up display (HUD) with three 250 x 250mm (5 x 5in) colour multifunction displays (MFD) arranged horizontally across the cockpit with the central unit slightly lower than the two outboard screens. Trombetta says each MFD has the same part number, while the HUDs are also common to reduce spares costs. The vertical stagger between the two seats is enough to allow use of the HUD and not require a repeater as used in other tandem- seat trainers, says Trombetta. Italy's Galileo Avionica supplies the HUD, MFDs and the mission computer, the "core avionics". The crew sit on Martin Baker MK16L zero-zero ejection seats, similar to those fit ted on the Eurofighter Typhoon, but lighter. The first ejection test is due next month in Venegono with high-speed tests to be performed by Martin Baker at its Northern Ireland, UK, facility later. Aer- macchi has already delivered the structural components for the high-speed rig. www.fliqhtinternational.conn
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