Abstract: Asynchronous, triple redundant primary flight computers (PFC's) (12, 14, 16) produce output command signals carried over a data bus (18) to control redundant actuators (32, 34, 36) in an aircraft flight control system. To prevent the transmission of a fault and a force fight among the redundant actuators, which drive a common aircraft control surface (50), a databus voter (52, 54, 56) associated with each PFC receives all PFC commands and, in accordance with a selection algorithm, outputs a voted one of the PFC command signals. A databus voter monitor, (144) associated with each databus voter, deactivates its associated databus voter if it detects a voted command signal which is inconsistent with the selection algorithm.

Abstract: An automatic throttle (A/T) controller (23) for controlling the thrust produced by the engines of an aircraft having a mixture of different types of engines (11a, 11b, . . . 11n) is disclosed. A code that denotes the type and rating is produced for each aircraft engine. If desired other codes, such as a common rating code, a maximum thrust limit code, etc. can be produced. The codes are read by the A/T controller (23) and used to look up engine type and rating data for a controller channel (25a, 25b, . . . 25n) associated with each engine (11a, 11b . . . 11n). In a conventional manner, each channel (25a, 25b, . . . 25n) uses the type and rating data, and common data, if any, to calculate rating limits, throttle control position and throttle limits, plus allocate gains for dynamic control. The calculated parameters control the production of A/T controller signals that, in turn, control the operation of servo motors (19a, 19b, . . .

Abstract: A throttle split monitor (11) for monitoring a multiple engine aircraft having an automatic throttle (A/T) control system is disclosed. The throttle split monitor (11) comprises a throttle angle section (13), a tachometer section (15) and a throttle limit section (17). The throttle angle section receives signals containing information representative of the positions of the throttles of an aircraft. Based on the throttle position information, the throttle angle section determines the throttle split angle between the positions of the throttles associated with similarly placed engines on opposite sides of the aircraft and adjusts said throttle split angle to compensate for throttle position differences associated with engines producing equal levels of thrust. The throttle angle section produces an A/T disengage signal when said adjusted throttle split angle exceeds a predetermined value.

Abstract: A system for automatically restoring thrust to the working engine(s) of an aircraft if power is lost by an engine while the aircraft is operating at reduced thrust during a takeoff noise abatement maneuver is disclosed. The automatic thrust restoration (ATR) system is activated when: (1) the automatic throttle (A/T) system of the aircraft is engaged; (2) the throttle hold mode of operation of the A/T (which occurs during the initial takeoff period) has ended; and, (3) engine thrust is reduced below a preset value (which indicates that the aircraft is making a noise abatement maneuver). When these three conditions exist, the ATR system is activated for a period of time adequate for the aircraft to climb at a reduced slope to a prescribed altitude (e.g., 1500 feet). During the period of time the ATR system is activated, engine thrust is monitored. If thrust from an engine is lost, the ATR system automatically increases the throttle setting and, thus, the thrust of the working engine(s).