Abstract: Systems and methods according to one or more embodiments are provided for limiting elevator deflection commands to avoid the aft body of an aircraft from contacting the ground during a landing maneuver. In one example, a system includes a memory configured to store a plurality of executable instructions and a processor. The processor is configured to determine a descent profile and a current pitch profile. A pre-determined maximum pitch profile associated with the descent profile is used to compare to the current pitch profile. The comparison is used to compute an elevator deflection value that limits an elevator command signal in order to avoid a tail strike. Additional systems and methods are also provided.

Abstract: Systems and methods according to one or more embodiments are provided for limiting elevator deflection commands to avoid the aft body of an aircraft from contacting the ground during a landing maneuver. In one example, a system includes a memory configured to store a plurality of executable instructions and a processor. The processor is configured to determine a descent profile and a current pitch profile. A pre-determined maximum pitch profile associated with the descent profile is used to compare to the current pitch profile. The comparison is used to compute an elevator deflection value that limits an elevator command signal in order to avoid a tail strike. Additional systems and methods are also provided.

Abstract: Technologies are described herein for providing additional yaw control to a multi-engine aircraft experiencing engine thrust asymmetry. A primary flight control system of the aircraft is configured to limit the operational thrust of an operating engine of the aircraft to provide additional yaw control when the aircraft is experiencing thrust asymmetry. The system includes a thrust limit module for calculating the maximum engine thrust limit to be imposed on an operating engine. The maximum engine thrust limit is calculated using inputs corresponding to the sideslip angle and the roll rate of the aircraft. The maximum engine thrust limit is imposed on the operating engine of the aircraft such that the operational thrust generated by the operating engine is limited to the maximum engine thrust limit. By reducing the operational thrust generated by the operating engine, the yawing caused by the thrust asymmetry is likely to be reduced.

Abstract: Technologies are described herein for providing additional yaw control to a multi-engine aircraft experiencing engine thrust asymmetry. A primary flight control system of the aircraft is configured to limit the operational thrust of an operating engine of the aircraft to provide additional yaw control when the aircraft is experiencing thrust asymmetry. The system includes a thrust limit module for calculating the maximum engine thrust limit to be imposed on an operating engine. The maximum engine thrust limit is calculated using inputs corresponding to the sideslip angle and the roll rate of the aircraft. The maximum engine thrust limit is imposed on the operating engine of the aircraft such that the operational thrust generated by the operating engine is limited to the maximum engine thrust limit. By reducing the operational thrust generated by the operating engine, the yawing caused by the thrust asymmetry is likely to be reduced.

Abstract: An aircraft flight control system is provided for reducing the likelihood of an aircraft tailstrike. The flight control system includes a pitch command provided to a pitch control device for altering the aircraft's pitch attitude. The improvement is a system of altering the pitch command to avoid an aircraft tailstrike. The improvement includes determining a current tailskid closure rate and a current tail height; comparing the current tailskid closure rate with a threshold closure rate to determine an excess closure rate amount; and adding an incremental nose-down pitch command with the pitch command to avoid a potential aircraft tailstrike. The threshold closure rate is dependent upon the current tailskid height. The incremental nose-down pitch command is calculated as a function of the excess closure rate amount.

Abstract: An improvement to an aircraft flight control system is provided for reducing the likelihood of an aircraft tailstrike. The flight control system includes a pitch command provided to a pitch control device for altering the aircraft's pitch attitude. The improvement is a system of altering the pitch command to avoid an aircraft tailstrike. The improvement includes determining a current tailskid closure rate and a current tail height; comparing the current tailskid closure rate with a threshold closure rate to determine an excess closure rate amount; and adding an incremental nose-down pitch command with the pitch command to avoid a potential aircraft tailstrike. The threshold closure rate is dependent upon the current tailskid height. The incremental nose-down pitch command is calculated as a function of the excess closure rate amount.

Abstract: An aircraft flight control system is provided for reducing the likelihood of an aircraft tailstrike. The flight control system includes a pitch command provided to a pitch control device for altering the aircraft's pitch attitude. The improvement is a system of altering the pitch command to avoid an aircraft tailstrike. The improvement includes determining a current tailskid closure rate and a current tail height; comparing the current tailskid closure rate with a threshold closure rate to determine an excess closure rate amount; and adding an incremental nose-down pitch command with the pitch command to avoid a potential aircraft tailstrike. The threshold closure rate is dependent upon the current tailskid height. The incremental nose-down pitch command is calculated as a function of the excess closure rate amount.