Abstract: During operation of an integrated fire and flight control (IFFC) system in a coupled aiming mode, the occurrence of a weapon (172), weapon mount (145) or sensor (146) reaching a constraint limit (210) indices a fade-in of a constraint limiting axis command signal (140) for a respective attitude axis as the aircraft attitude reference, replacing the flight control system attitude feedback error signal (111) for the respective attitude axis. The constraint limiting axis command signals provide the aircraft attitude reference only while the pilot manually depresses and holds an enable switch (920). The pilot command stick input (90) remains the primary input to the IFFC system to thereby provide override capability for pilot command maneuvers.

Abstract: During operation of a flight control system in a coordinated area bombing mode, one pair in a group of pairs of fire control azimuth coordinate error signal and elevation coordinate error signals are faded-in as the aircraft yaw attitude reference and pitch attitude reference, respectively. Each pair is respectively indicative of the change in aircraft yaw attitude and pitch attitude for an aircraft reference axis to be aligned with an aiming line of sight. The aiming line of sight corresponds to a target location within a selected target area. A firing signal is provided in response to both the azimuth and elevation coordinate error signals being below respective threshold magnitudes, and the next pair in the group of pairs of azimuth and elevation coordinate error signals provide the aircraft attitude reference. A selected weapon is fired in response to the firing signal.

Abstract: During operation of a flight control system in a coupled aiming mode, wherein a fire control system (55) azimuth command and elevation command provide an aircraft attitude reference, a bank angle calculation function (1077) provides a bank angle signal to place the aircraft in a roll angle which results in a substantially coordinated turn. The bank angle signal is determined primarily as a function of an aiming line of sight heading rate for small azimuth commands, and is determined primarily as a function of aircraft heading rate for large azimuth commands. Additionally, the bank angle initially comprises a component as a function of aircraft lateral acceleration for driving aircraft lateral acceleration to zero, and after the aircraft assumes a roll attitude for turn coordination, the bank angle comprises a component as a function of aircraft side slip for driving aircraft side slip to zero.

Abstract: A helicopter flight control system includes an automatic turn coordination system which provides a coordinating yaw command signal to the tail rotor of the helicopter. The system stores on command a trim attitude (e.g., signals indicative of bank angle, lateral ground speed, and lateral acceleration) about which automatic turn coordination is provided, thus providing the pilot with automatic turn coordination about attitudes other than wings level.

Abstract: The reference speed for a helicopter engine is incremented or decremented (237, 239) in dependence upon whether a specific range (miles per unit of fuel) has increased or decreased (236a) in a current period of time compared to the next preceding period of time, separated therefrom by at least 20 seconds (243, 244) to thereby set engine speed for minimizing use of fuel over distance traveled. Fuel is sampled only during steady flight (250-255).

Abstract: The speed 54,56 of the free turbine 40 of a helicopter engine 22 is compared 134,138 with the speed 142,140 of the helicopter rotor 10 to indicate 106,108 a specific magnitude of autorotation and the deceleration 150 of the rotor above either one of two threshold magnitudes 220,222 (dependent on the magnitude of autorotation) is utilized 81,68,69 to increase fuel flow 72 to the engine according to a specific schedule 160,162 determined by the type of autorotation, in anticipation of rotor speed droop which would otherwise occur during recovery from the autorotation maneuver.

Abstract: A helicopter engine speed reference (66) is increased (113, 103-105) in response to heavy rotor loading (108). The reference speed is faded up (113, 104) at a rather rapid rate to 107% of rated speed (114). After a fixed time interval (118), reduced rotor loading (119) will cause the reference speed to be faded down slowly (120, 103-105) to rated speed (121). If torque exceeds 111% of rated torque (117), the reference speed is similarly faded down (120, 103-105).

Abstract: Primary logic (116-128) for engine failure detection in a multi-engine aircraft is based on thresholds for engine torque (Q), gas generator speed (NG), power turbine inner stage temperature (T5), power turbine speed (NF), throttle setting (PLA), and throttle manipulation (PLADOT).Subroutines for return to dual engine operation (110), backup of the primary logic (200,300) and remaining engine failure (200) are disclosed.

Abstract: A device useful for verifying and setting the minimal resistive force setting of a collective stick in an aircraft using a collective stick is disclosed. The device is permanently attached to the collective stick and may be used by the pilot at any time. A method of setting the minimal resistive force setting on an aircraft using a collective stick is also disclosed.

Abstract: The power required for a helicopter to hover is generated (14, 82) as the ratio of current operating power in forward flight (12, 77) determined (10, 73) from data relating operating power in forward flight to power required for hover for the aircraft. The power required to hover is compared (18, 83) with the maximum power available developed (16, FIG. 2; FIG. 3) by an engine model algorithm utilizing actual engine parameters. The comparison of maximum power to power required for hover is utilized to provide an indication (22) to the pilot. The viability of the indication is indicated by a "ready" indication (26).

Abstract: A fuel control (23) for an aircraft engine (10) employs super contingency logic (76) in response to low rotor speed of a helicopter (130) engine failure (131) or entry into an avoid region of a flight regime following engine failure (133) to alter (161, 166-169) limits on the gas generator (30) of a free turbine gas engine (10), whereby following engine failure or in periods of extreme power need, risk of stressing an engine to its failure point is undertaken in favor of acquiring enough power to avoid a certain crash.