Abstract: An interface method and system for interfacing a DC unbalanced databus with a DC balanced databus suited for use in an aircraft. The system includes a DC unbalanced databus and a controller coupled to the DC unbalanced databus. An alternating DC unbalanced voltage differential signal is transmittable from the controller to a first transformer which is coupled to the controller. The alternating DC unbalanced voltage differential signal may be stepped-up and DC balanced by the first transformer to create a DC balanced voltage differential signal. A transmitter is coupled to the first transformer, where the transmitter comprises a high power differential voltage driver. The DC balanced voltage differential signal may be stepped up by the transmitter to a high drive current signal. A second transformer is coupled to the transmitter, and at least one DC balanced databus is coupled to the second transformer. A waveform shaping network may be coupled between the second transformer and DC balanced databus.

Abstract: A backup engines-only flight control system accomplishes improved aircraft banking in response to commands by the use of a lead compensated transient differential thrust servo parameter. The lead compensated transient differential thrust servo parameter compensates for the ordinary sluggish banking response during engines-only flight control. Accordingly, because an aircraft equipped with the present invention will respond in a manner expected by pilots, safer backup engines-only flight control is achieved during emergency situations. The improvement comprises a means and method of detecting the magnitude of direction of commanded bank angle and generating a corresponding lead compensated transient differential thrust servo parameter.

Abstract: The detent signals produced by the rotation of a selector switch knob are counted and stored in a first register, the contents of the register including a sign position designating the direction of rotation of the selector switch knob. The contents of the first register are periodically combined with the contents of a second register, permitting an operator to insert any desired numerical value in the second register. In order to expedite the insertion of a desired numerical value in the second register, when the rate of detent signal generation exceeds a preselected value, a numerical value, greater than the rate of detent signal generation, is combined with the contents of the second registr. Two algorithms are disclosed that permit the numerical value added to the second register to increase at a rate greater than the increase in detent signal generation. In this manner, a large numerical value can be entered in the second register without excessive rotation of the selector switch knob.

Abstract: The horizontal stabilizer position is provided to the automatic flight control system software where it is passed through a second order Chebychev motion filter to provide horizontal stabilizer rate. A threshold and hysteresis function detects when the motion exceeds 0.08.degree. per second. While the stabilizer motion exceeds the threshold, a displacement detector determines when the stabilizer position has exceeded 1.degree. since the motion was first detected. When the 1.degree. change in position has occurred while the rate was exceeded, a motion flag is transmitted to the warning system. A sign change detector determines when the output of the motion filter changes sign. A holding latch responsive to the stabilizer position and to the threshold and hysteresis function latches the stabilizer position when the 0.08.degree. per second rate is exceeded. The difference between the latched position and the current position is applied to a threshold detector to determine when the difference exceeds the 1.

Abstract: A flight path control apparatus for controlling an aircraft to execute a capture maneuver of a predetermined heading or track and provide a roll correction signal for controlling the path of said aircraft along an exponential transition curve. The corrective heading or track signal .DELTA..psi. is generated in accordance with ##EQU1## where .DELTA..psi. is the magnitude of the corrective heading or track command signal,g is a constant corresponding to the acceleration of gravity,V.sub.t is the true airspeed of the aircraft,.tau. is a predetermined constant of aircraft roll rate,.phi..sub.i is the roll angle of the aircraft at the initiation of the capture maneuver,.phi..sub.i is the time rate of change of the roll angle of the aircraft at initiation of the capture maneuver, and.phi..sub.M is a predetermined maximum time rate of change of roll rate of the aircraft during the capture maneuver.

Abstract: Apparatus for guiding an aircraft along the center line of a runway at rollout touchdown. A rollout predict path command is generated in accordance with a first path segmentY.sub.1 =T.sub.1 (Y.sub.m +Y.sub.u)(1-e.sup.-t /Ti)-Y.sub.m t+Y.sub.ion engaging rollout mode, which path segment transitions to a second path segmentY.sub.2 =Y.sub.1 e.sup.- (t-to/T.sub.1)at a given elapsed time t.sub.o, where T.sub.1 is a predetermined time constant, Y.sub.i is an initial value of lateral displacement on rollout engagement, Y.sub.i is the time derivatives threeof, Y.sub.M is a predetermined maximum lateral displacement rate, and t is the elapsed time. The predict path command signal is combined with a rate signal derived from a localizer position estimate to produce an error signal for commanding a rudder deflection to align the aircraft with the center line of the runway.