Abstract: Systems and methods for enabling a pilot to select an automated response to an air traffic conflict alert. In accordance with one embodiment, the system includes updated displays, an updated autoflight mode control panel and high-level software logic in the autopilot, flight director and autothrottle to provide an expedited response. A mode control switch may be optionally included. In accordance with an additional option, the system may be configured to operate in a fully automated state in which the system responds automatically to the air traffic conflict event without needing the pilot to first accept the automated response before its execution.

Abstract: In one embodiment of a method for reducing vertical position errors of an aircraft, the displacement of the aircraft from a commanded vertical path may be determined. A determination may be made as to whether a magnitude of a vertical path error meets criteria. No more steps of the method may be followed if the vertical path error does not meet the criteria, while the vertical path error may be converted into a delta lift command if the vertical path error meets the criteria. The delta lift command may be limited. The delta lift command may be converted into lateral surface position commands for control surfaces. The lateral surface position commands may be communicated to lateral control surface actuators to move the control surfaces according to the lateral surface position commands.

Abstract: In one embodiment of a method to reduce vertical position errors of an aircraft, a disturbance input acting on the aircraft may be determined. The magnitude of the disturbance may be converted into a delta lift command if the magnitude of the disturbance is outside a criteria. The delta lift command may be post processed. The delta lift command may be converted into symmetric lateral surface position commands for control surfaces. The symmetric lateral surface position commands may be communicated to lateral control surface actuators to move the control surfaces according to the symmetric lateral surface position commands.

Abstract: In one embodiment of a method to reduce vertical position errors of an aircraft, a disturbance input acting on the aircraft may be determined. The magnitude of the disturbance may be converted into a delta lift command if the magnitude of the disturbance is outside a criteria. The delta lift command may be post processed. The delta lift command may be converted into symmetric lateral surface position commands for control surfaces. The symmetric lateral surface position commands may be communicated to lateral control surface actuators to move the control surfaces according to the symmetric lateral surface position commands.

Abstract: In one embodiment of a method for reducing vertical position errors of an aircraft, the displacement of the aircraft from a commanded vertical path may be determined. A determination may be made as to whether a magnitude of a vertical path error meets criteria. No more steps of the method may be followed if the vertical path error does not meet the criteria, while the vertical path error may be converted into a delta lift command if the vertical path error meets the criteria. The delta lift command may be limited. The delta lift command may be converted into lateral surface position commands for control surfaces. The lateral surface position commands may be communicated to lateral control surface actuators to move the control surfaces according to the lateral surface position commands.

Abstract: In one embodiment of a method to reduce vertical position errors of an aircraft, a disturbance input acting on the aircraft may be determined. The magnitude of the disturbance may be converted into a delta lift command if the magnitude of the disturbance is outside a criteria. The delta lift command may be post processed. The delta lift command may be converted into symmetric lateral surface position commands for control surfaces. The symmetric lateral surface position commands may be communicated to lateral control surface actuators to move the control surfaces according to the symmetric lateral surface position commands.

Abstract: Disclosed is a method of and an arrangement for real time estimation of the location of the center of gravity of an aircraft. The center of gravity estimate is utilized in an aircraft flight control system for effecting flight control laws in which the center of gravity is a parameter that at least in part establishes open loop compensation or feedback gain. The disclosed method and arrangement are specifically adapted for establishing stabilizer mistrim during a landing procedure in which an aircraft flight control system is automatically controlling the aircraft. The method generally comprises the steps of generating a signal that represents the product of the aircraft stabilizer position and a multiplicative factor, A.sub.1 and adding to that product an additive factor, A.sub.2. The multiplicative factor, A.sub.1, and the additive factor, A.sub.2, both are determined on the basis of the angle of attack of the aircraft and the aircraft flap setting.