M-346s Flight Control

M-346s Flight Control :



The Flight Control System (FCS) is a multiple redundant, re-configurable, full authority full time digital Fly-by-Wire system, granting the required control and stability functions in the whole flight envelope.
The FCS provides the aircraft with :

- artificial stability
- controllability up to angles of attack (AoA) over 35°
- carefree handling (g-limiting, stall/spin prevention, max AoA limitation)
- adaptability to various degrees of automation / autopilot modes
- capability to process the input from flight controls according to embedded control laws.

The FCS also provides data exchange interface between avionic systems, back-up instruments and engines FADEC through MIL-STD-1553 data busses.
The core of the FCS are four identically functionally redundant Flight Control Computers.

M-346s Power Plant :

Equipped with two Honeywell F124-GA-200 engines. The engine is a low by-pass ratio two-spool turbofan, incorporating a three stage fan and five stage axi-centrifugal high pressure compressor, annular combustion chamber, two stage turbine and convergent nozzle. Main features of the engine are :

- modular design
- dual channel, full authority digital engine control (FADEC)
- self-contained lubrication system

The engine meets the Engine Structural Integrity Program (ENSIP) requirements, providing high reliability and inspections intervals.
Air intakes are designed to provide the engine with a distortion-free airflow even at high Angle of Attack and under the most demanding maneuvering conditions.
An Auxiliary Power Unit (APU) and two Air Turbine Starters (ATS) provide electrical and pneumatic power for engines start, normal operations and emergency needs. Fire detection and fire suppression systems located in the engine and APU bays.

M-346s Avionics :

-The avionics system architecture is based on two dual redundant digital data busses conform to MIL-STD-1553.

-Two up-front control panels perform the management of navigation parameters and communication, identification and radio-navigation equipment.

-The Navigation subsystem allows Autonomous Navigation by means of an IN/GPS and Radio-Aided Navigation through TACAN and VOR/ILS/MB.

-The communication subsystem includes VHF/UHF transceivers and IFF transponder.

-The avionic system features a Miscellaneous Computer (MISCO) capable to perform the monitoring of airframe fatigue, engine life, avionic and aircraft miscellaneous system status; to generate tones and audio messages and to acquire and store maintenance information from Build-In Test Equipment.

-The aircraft is also equipped with a Crash Survivable Memory Unit which records the data necessary for in-flight accidents, mishap and crash analysis and with a Data Transfer System in which missions data and flight parameters are stored.
Significant growth potential incorporated to cater for future needs.

M-346s Maintainence:

The M-346 is designed to achieve an exceptional level of safety, outstanding system effectiveness and low life cycle cost, for minimum scheduled on condition maintenance, with the maximum possible application of self-contained condition/health monitoring (HUMS) and Built-In Test Equipment.

The design for reliability of the M-346 systems is based on the rigorous screening of system and equipment components. The processes adopted for continuous failure tracking and design verification during the equipment life cycle are the Failure Reporting and Corrective Action System (FRACAS), the Failure Mode Effects and Criticality Analysis (FMECA) and the Fault Tree Analysis (FTA).
The Logistic Support Analysis (LSA) and the Level Of repair Analysis (LORA) are the processes adopted for defining the spares, support equipment, manuals, courses and facilities analysis.

The high degree of system redundancy (twin engine, twin hydraulic and electrical systems, etc.) provides the aircraft with a high level of survivability in the range of 1x10-6 catastrophic failure occurrence per flight hour, one of the most severe quantitative targets applied for the flight safety in military aircraft.

The aircraft can operate as a self-sufficient unit: APU, autonomous engine start, OBOGS, BITE, independent cockpit access. The M-346 design concept allows for a rapid turnaround capability which does not exceed 15 min. No specific Ground Support Equipment are required to operate the aircraft.