Abstract: An air vehicle configured to augment effective drag to change the rate of descent of the air vehicle in flight via propeller shaft rotation direction reversal, i.e., thrust reversal.

Abstract: The invention deals with the restriction on the mode change of an engine due to latching in the case of restarting the engine that has stopped in flight. A FADEC that controls an engine of an aircraft in accordance with a mode, includes a latch operating section that latches the mode, and an in-parking/in-flight determining section that determines whether the aircraft is on the ground or flying off the ground. The latch operating section operates when the in-parking/in-flight determining section determines the aircraft is on the ground, and does not operate when the in-parking/in-flight determining section determines that the aircraft is in fight.

Abstract: A method having a preparation stage for preparing an approach path (25) to a theoretical position (20?) of a platform (20). During a consolidation stage, a current position (20?) of said platform (20) is determined and an alert is triggered when the distance (D1) between said theoretical position (20?) and said current position (20?) is greater than a first threshold. During a security stage, entities provided with respective automatic identification systems and present in a predetermined monitoring zone (OCZ) are monitored, and a horizontal representation of said approach path (25) is displayed on a display screen (8) together with the following for each entity: a plot (41) representing its current position; an indication (42) of the travel direction of the entity; and a representation (43) relating to the danger level of the entity.

Abstract: An unmanned aircraft configured to fall or crash in a controlled and safe manner. The unmanned aircraft includes a drive system to thrust the unmanned aircraft during a flight, and a reverse thrust system to reverse thrust the unmanned aircraft during a landing. The unmanned aircraft further includes a controller operationally coupled to the reverse thrust system, and a detector to detect and notify to the controller that the unmanned aircraft is in an uncontrolled situation during the flight. The controller is adapted to activate the reverse thrust system in order to reverse thrust the unmanned aircraft in-flight upon notification from the detector that the unmanned aircraft is in an uncontrolled situation.

Abstract: A travel control device which controls vehicle travel by feedback control so that the vehicle travels according to a travel plan is characterized by including: a control item determining unit that determines a prioritized control item for every position of a target locus in the travel plan; a control gain determining unit that sets a control gain of the determined prioritized control item to be higher than those of other control items; and a travel plan correction unit that includes the determined control gain in the travel plan.

Abstract: An air vehicle configured to augment effective drag to change the rate of descent of the air vehicle in flight via propeller shaft rotation direction reversal, i.e., thrust reversal.

Abstract: An air vehicle configured to augment effective drag to change the rate of descent of the air vehicle in flight via propeller shaft rotation direction reversal, i.e., thrust reversal.

Abstract: A method is presented for controlling thrust generated by aircraft engines. Engine thrust is controlled based on aircraft groundspeed and airspeed during the initial part of takeoff. Limiting thrust at low groundspeed during the initial phase of takeoff has significant benefits that reduce engine stress during this brief but critical phase leading to flight. Logical elements combine both groundspeed and airspeed in such a way that the operator perceives a smooth progressive thrust increase consistent with normal engine operation.

Abstract: Present novel and non-trivial system, device, and method for generating altitude data and/or height data are disclosed. A processor receives navigation data from an external source such as a global positioning system (“GPS”); receives navigation data from multiple internal sources; receives object data representative of terrain or surface feature elevation; determines an instant measurement of aircraft altitude as a function of these inputs; and generates aircraft altitude data responsive to such determination. In an additional embodiment, the processor receives reference point data representative of the elevation of the stationary reference point (e.g., a landing threshold point); determines an instant measurement of aircraft height as a function of this input and the instant measurement of aircraft altitude; and generates aircraft height data responsive to such determination.

Abstract: Systems and methods for providing supplemental drag to an aircraft are disclosed. In one embodiment, a method includes detecting changes in at least one throttle resolver angle (TRA). Deflections are determined for one or more flight control surfaces based on the changes in TRA, and accordingly, the one or more flight control surfaces are deflected automatically to generate supplemental drag. The one or more flight control surfaces include at least one at least one of an aileron, a spoiler, and an elevator. Additionally, in one instance, the deflections of the one or more flight control surfaces is implemented as a rated limited time lag function of the changes in TRA.

Abstract: The present invention is directed to an AOA (angle of attack) vertical control function for an AFCS (automated flight control system) for an aircraft. The AOA vertical control function of the AFCS causes the aircraft to climb or descend while maintaining the aircraft at a constant AOA. The AFCS may maintain the constant AOA despite changing air data parameters by increasing or decreasing the thrust of the aircraft, the pitch angle of the aircraft, or the angle of incidence of the aircraft wing. By utilizing AOA, an aircraft can be safely directed to automatically climb or descend to any altitude the aircraft is capable of reaching without the risk of stall (unlike Vertical Speed Mode) or the irritation of the FLCH (Flight Level Change) Mode erratic climb.

Abstract: Methods and systems for a position indicating display system for an aircraft are provided. The system includes a map display unit configured to display a map representative of an area being traversed by the aircraft, and an overlay comprising an own ship depiction, said overlay displayed on the map for a period of time in response to an input from at least one of a user and an aircraft sensor.

Abstract: A method for controlling one or more of engine thrust cutback and engine thrust restoration is described which is related to aircraft environmental emissions abatement. The method comprises receiving aircraft location data from at least one navigational sensing system, comparing the aircraft location data against location data identifying an environmental emissions abatement area, and controlling at least one of thrust cutback and thrust restoration of the aircraft engines based on the comparing of aircraft location to the location of the environmental emissions abatement area.

Abstract: An engine thrust management system comprising an engine control device, an aircraft flight manual, a flight management device and a cockpit instrument device. The engine control device is operable to calculate a percent maximum available thrust parameter and a percent indicated thrust parameter. The aircraft flight manual is operable to calculate a required thrust parameter. The flight management device is operable to calculate a percent thrust setting target parameter and a percent commanded thrust parameter. The percent commanded thrust is the amount of thrust requested by an aircraft operator. The percent commanded thrust is varied by the operator according to the value of the percent thrust setting target parameter and the value of the percent indicated thrust parameter in order to produce optimal thrust.

Abstract: A method, an apparatus and a computer program product are provided for accurately determining the vertical speed of an aircraft in a manner independent of signals provided by an air data computer, an inertial reference system and an inertial navigation system. Initially, a first vertical velocity of the aircraft is determined based upon a pressure altitude value associated with the aircraft. A second vertical velocity of the aircraft is also obtained from a GPS receiver carried by the aircraft. The first and second vertical velocities are then combined to determine the vertical speed of the aircraft. In this regard, the first and second vertical velocities are combined by complimentarily filtering the first and second vertical velocities. More particularly, the first vertical velocity is typically low pass filtered to remove high frequency noise that is attributable to the relatively low resolution of the first vertical velocity value.

Abstract: In an autothrottle system having the capability to reduce engine throttle setting from a first position to an idle position, an improvement including calculating a rate of throttle reduction as a function of the combination of a nominal retard rate value (10) and a retard rate adjustment value (12). In one embodiment, the nominal retard rate value (10) is equal to the angular difference between a current engine throttle control lever position (TRA) and an idle engine throttle control lever position (TRAIDLE), the difference being divided by an amount in the range of about 3 seconds to about 10 seconds. The retard rate adjustment value (12) is calculated as a function of the difference between current airspeed (VC) and a commanded airspeed (VCMD). During an underspeed condition, the retard rate adjustment signal decreases the rate of throttle reduction from the nominal retard rate value (10).

Abstract: An integrated fire and flight control (IFFC) system determines a ballistic firing solution based on the position of targets relative to a helicopter and also based on the type of weapons to be fired. An elevation command is determined based on the required change in helicopter attitude to achieve the ballistic firing solution that, combined with the estimated time required to perform the aim and release of weapons, provides an estimate of deceleration and velocity loss that will occur. A forward acceleration and velocity profile is determined based on the desire to make a symmetrical maneuver sequence involving a nose down acceleration to achieve the acceleration and velocity profile that will be canceled by the subsequent deceleration and velocity loss during the pitch up maneuver to the ballistic firing solution.

Abstract: Process for flying an aircraft in the "elevator speed maintenance mode" during altitude changes, in which for acquiring and/or maintaining a nominal speed it is supplied to the flight computer at the same time as the instantaneous speed of the aircraft, said computer producing the elevator control instruction, characterized in that a nominal speed is also simultaneously transmitted in continuous manner to the automatic thrust control member of the engines and in that the process is performed during two successive sequences, namely:a first sequence during which the elevator only receives a nose up instruction (on climbing) or a dive instruction (on descending) and the engines move to full thrust in the first case or to idling speed in the second anda second sequence, following the first, during which the real nominal speed is supplied to the elevator instruction computer and said same nominal speed increased (on climbing) or decreased (on descending) by a margin is supplied to the automatic thrust control memb

Abstract: A controller for automatically controlling aircraft thrust during a noise abatement climb operates so as to smoothly reduce aircraft thrust during a reduction in aircraft climb angle at the noise abatement altitude so as to maintain a selected noise abatement climb gradient dependent upon the pilot maintaining a recommended climb airspeed. The selected noise abatement climb gradient is compared with a measured climb gradient to generate an error term. The measured climb gradient is adjusted by a acceleration correction term in order to make the resulting measured climb gradient term independent of airspeed changes. The climb gradient error term is added to the selected climb gradient to generate a commanded climb gradient which is converted to an equivalent thrust (noise abatement thrust). The resulting noise abatement thrust is compared with measured engine thrust to generate an error term for controlling engine thrust so that the aircraft follows the noise abatement climb gradient.

Abstract: A flight control system of a turboprop airplane includes electronic controlled engines, which are governed by a manual operating device for setting the engine power in order to obtain a certain airspeed, a device for selecting a desired airspeed, and an engine control system for computing and controlling the required engine torque and speed as a function of ambient and engine conditions, the selected engine speed and the setting of said operating device. For automatically controlling the engine speed during the final approach to an airfield, the system includes an electronic approach speed control unit of which the adjustment signal influences the engine control device keeping the speed of the airplane during approach at a selected value whereby said manual operating device has a fixed setpoint. This electronic speed control unit may be carried out as an add-on device for retrofitting on a flight control system.

Abstract: A precision approach control system designed to control the approach of an aircraft during landing to provide a more stable and easier mode of landing during critical landing situations, such as during the landing of an aircraft on an aircraft carrier. During operation, when the aircraft is subjected to vertical or horizontal winds or wind shear, the system controls the aircraft to maintain the inertial flight path angle constant which essentially defines operation in the precision approach control mode. In one disclosed embodiment, the precision approach control system changes the controller in the cockpit that is normally the pitch rate command stick controller during a Power Assist landing into a flight path angle rate controller. The autothrottle system for the aircraft is utilized to maintain the aircraft at a predetermined angle of attack during landing in the precision approach mode.

Abstract: An aircraft speed control system for use with an automatic throttle position control system and automatic flight control system permits capturing and maintaining a commanded airspeed during the capturing of a desired altitude from either climbing or descending flight. The system manipulates the throttles at a variable rate dependent on the difference between the actual thrust of the aircraft and the desired cruising thrust at the selected airspeed and inversely proportional to the actual altitude rate. A signal derived from thrust error and altitude rate signals is utilized to generate a limiter control signal which is combined with an engine pressure ratio signal to generate a drive signal for urging the aircraft to capture precisely the commanded airspeed.

Abstract: A Mach hold control circuit for an aircraft autothrottle system provides capture of a Mach number and control thereto while providing a low level of throttle activity also stabilizing the aircraft at maximum range cruise (MRC) Mach numbers and above. The Mach hold control law utilizes a Mach error signal, flight path acceleration signal, average engine EPR signal, and associated logic inputs and when interfaced with the autothrottle system provides a throttle rate command to the aircraft engines via. the throttle and engine control system thereby modulating engine thrust to provide control to desired flight Mach number.

Abstract: A system for providing an aircraft pilot and/or autothrottle and go-around pitch axis control with information when a go-around should be initiated during an approach in response to either a hazardous flight status of the aircraft or to wind shear encounter by the aircraft. The present system utilizes a gain schedule control law based on the bug speed set by the pilot and on pilot go-around criteria to trigger a go-around signal for the pilot and/or the automatic control systems.

Abstract: Command from engine rating control prevents throttle position from exceeding the value at which the engine operates at its rated power. Flare initiation changes the throttle command signal from a closed loop control signal to a fixed number of degrees per second retard rate, thereby overriding an aft limit switch signal allowing throttles to reach the idle position. A servo feedback arrangement utilizes a tachometer signal and an engine PLA (power lever angle) signal to optimize servo performance and overcome undesired control cable characteristics.

Abstract: A method for controlling the decelerated approach of an aerodyne on radioignment generally referred to as "glide," in particular for the purpose of reducing its fuel consumption and reducing the noise, mainly in the final stage of the approach, by approaching the glide at high speed, initiating the descent according to the glide angle, also at high speed then beginning a decelerated phase in order to reach a predetermined speed V sel+k, k being generally equal to 10 knots, on reaching a predetermined altitude, h.sub.F, and then passing progessively from the speed V sel+k to the speed V sel. From the time when the aerodyne reaches the axis of the glide path, a course is determined in two sections, as regards the variables of speed and altitude, for reaching the point situated at the altitude h.sub.

Abstract: A system for processing signals representative of airspeed error and inertial longitudinal acceleration in first and second channels, respectively, and providing cancellation of the turbulence-induced components of the respective signals. Shear detection and compensation circuits are provided in the system for reducing speed wandering in moderate and heavy turbulence. A circuit processing the signal .DELTA.V from the shear detector circuit is utilized to provide a gust bias signal input in the system.

Abstract: Command from engine rating control prevents throttle position from exceeding the value at which the engine operates at its rated power. Flare initiation changes the throttle command signal from a closed loop control signal to a fixed number of degrees per second retard rate, thereby overriding an aft limit switch signal allowing throttles to reach the idle position. A servo feedback arrangement utilizes a tachometer signal and an engine PLA (power level angle) signal to optimize servo performance and overcome undesired control cable characteristics.

Abstract: An aircraft air speed signal is differentiated to provide a signal related to rate of change of air speed. This signal is added to a signal related to aircraft barometric altitude change with the sum signal being compared against aircraft radio altitude to generate warning if the aircraft rate of descent is excessive for the conditions encountered.

Abstract: A system of airplane instrumentation utilizing devices and procedures for dealing with wind shear on the final approach to a landing. The system is designed for use in a like manner on all approaches for landing to assure that a safe, stable speed be used during all landing approaches, and that the Pilot be apprised of the conditions his airplane is flying through at all times during the approach. The primary aim is to provide instrumentation which will aid the Pilot in achieving safe approach criteria, give him information on which to base his judgment, and eliminate accidents on the final approach due to wind shear.

Abstract: The inventive system requires that normal approach indicated airspeed and a predetermined approach groundspeed be used as the approach criteria, whichever is the least, compared to its own predetermined index value. These two values are the commanding functions fed to a fast/slow indicator and to any auto-throttle device on the approach, along with a "caution tailwind" warning device to warn the pilot whenever the groundspeed exceeds true airspeed by 5 knots or more, for example. If this warning activates, he should consider cancelling the approach and choose an approach from a different direction, determined by surface wind and his drift at the time of cancellation. This condition is caused by a tailwind component at altitude, the value of which the pilot can determine from his airspeed and groundspeed indications.

Abstract: The output of a transducer providing a signal representing the instantaneous airspeed of an aircraft is differentiated and fed to a summing device. Also fed to the summing device are a signal representing the horizontal acceleration of the aircraft which is subtracted from the instantaneous airspeed signal, and a signal in accordance with the downdraft drift angle of the aircraft which is added to the instantaneous airspeed signal. The output of the summing device represents the magnitude of the wind shear condition (rate of change of wind velocity) as modified by a downdraft drift angle signal. This output signal is fed to appropriate indicator apparatus which may comprise an appropriate display, a peak magnitude storage device, a warning device including a dangerous wind condition and/or a telemetering device providing a reading to a ground station for use in advising other aircraft.

Abstract: A take-off and landing control device for automatic retraction of flaps upon stowing landing gear and upon attaining a predetermined airspeed and of indicating distance from brake release during take-off, and for an automatic decelerating approach with flaps extending as a function of distance from touchdown with automatic throttle cutback and automatic stabilizer trim in response to flap location maintaining an essentially constant angle of attack.

Abstract: A logic controlled APR system including arming logic, engine failure detection circuits, and test circuit means for testing system operating condition without engine operation. The logic controlled APR system detects an engine failure in a multi-engine aircraft and provides solenoid controlled increased fuel flow to the remaining normally operating engines, and includes a disarm mode in the event of an RTO (rejected take-off).

Abstract: A microwave landing system wherein a plurality of curved path approach prles are defined tangent to the localizer beam center line. The coordinates of a desired profile are transmitted to the aircraft which then is directed to fly along the curved path and into the localizer center line to touchdown.

Abstract: The inventive system requires that normal approach indicated airspeed and a predetermined approach groundspeed be used as the approach criteria, whichever is the least, compared to its own predetermined index value. These two values are the commanding functions fed to a fast/slow indicator and to any auto-throttle device on the approach, along with a "caution tailwind" warning device to warn the pilot whenever the groundspeed exceeds true airspeed by 5 knots or more, for example. If this warning activates, he should consider cancelling the approach and choose an approach from a different direction, determined by surface wind and his drift at the time of cancellation. This condition is caused by a tailwind component at altitude, the value of which the pilot can determine from his airspeed and groundspeed indications.

Abstract: A system for compensating for certain speed overshoot problems encountered in large instrument-controlled aircraft during long-term deceleration from high speeds, such as may be encountered in preparation for descent to landing approach from cruise conditions. During such long-term deceleration, the aircraft vertical gyro miss-erects due to an effect of the deceleration upon the gyro positioning control circuitry. The present system compensates for the gyro signal error, used for developing the aircraft speed command following deceleration, by the use of a threshold detector and filter to develop a compensation signal having a delay and amplitude related to the input control signals involved.