Apparatus and methods for maintaining aircraft track angle during an asymmetric flight condition

Claim 2

An aircraft track angle hold control system comprising: a. roll control surfaces capable of generating a rolling moment on the aircraft in flight; b. yaw control means for permitting a pilot to command the aircraft to assume a nonzero sideslip condition through a rudder pedal input wherein the yaw control means includes a maneuver command control system which interprets the rudder pedal input as a sideslip angle command and which uses feedback control means to position a yaw control surface of the aircraft in such manner as to cause an actual sideslip angle of the aircraft to follow the sideslip angle command; and c. automatic control means, responsive to a nonzero pilot rudder pedal input, for commanding the roll control surfaces to move in such manner as to cause the aircraft's track angle to hold at a substantially constant value while the pilot makes no roll controller input.

Claim 3

The aircraft track angle hold control system of claim 1 wherein the roll control surfaces include at least one aileron.

Claim 4

The aircraft track angle hold control system of claim 1 wherein the roll control surfaces include at least one spoiler panel.

Claim 5

The aircraft track angle hold control system of claim 1 wherein the yaw control means comprises mechanical control means for the pilot to position a yaw control surface through the rudder pedal input.

Claim 6

The aircraft track angle hold control system of claim 4 wherein the yaw control surface is a rudder.

Claim 7

The aircraft track angle hold control system of claim 1 additionally comprising roll-axis maneuver command control means for causing the aircraft's actual bank angle to a least approximately follow a bank angle command, and wherein the automatic control means comprises a command crossfeed from the sideslip angle command to a roll angle bias summing into the bank angle command.

Claim 8

The aircraft track angle hold control system of claim 6 wherein deflection of at least one of pilot's roll axis controllers produces a roll rate command which is integrated to generate the bank angle command.

Claim 9

The aircraft track angle hold control system of claim 7 wherein the command crossfeed is used only when the pilot's roll axis controllers are in a centered detent.

Claim 10

The aircraft track angle hold control system of claim 7 wherein the command crossfeed is used regardless of whether the pilot's roll axis controllers are in a centered detent.

Claim 11

The aircraft track angle hold control system of claim 6 wherein the automatic control means further includes a closed-loop track angle hold feedback control law using track angle as a feedback signal, the closed-loop track angle hold feedback control law generating an additional, incremental component to the roll angle command bias summing into the bank angle command.

Claim 12

The aircraft track angle hold control system of claim 6 further comprising means for driving the roll angle command bias towards equalling the bank angle command in the steady state.

Claim 13

The aircraft track angle hold control system of claim 6 additionally including means for displaying the bank angle command and the roll angle command bias to the pilot.

Claim 14

The aircraft track angle hold control system of claim 6 wherein the roll angle command bias is authority limited.

Claim 15

The aircraft track angle hold control system of claim 6 wherein the command crossfeed includes a lag filter.

Claim 16

The aircraft track angle hold control system of claim 6 wherein the command crossfeed includes a gain value which is directly proportional to the aircraft's side force coefficient due to sideslip and to impact or dynamic pressure and which is inversely proportional to an estimate of the aircraft's wing loading.

Claim 17

The aircraft track angle hold control system of claim 1 wherein the automatic control means comprises a command crossfeed from the rudder pedal input to the roll control surfaces.

Claim 18

The aircraft track angle hold control system of claim 1 wherein the automatic control means comprises a command crossfeed from a sideslip angle command to the roll control surfaces.

Claim 19

An aircraft track angle hold control system comprising: a. roll control surfaces capable of generating a rolling moment on the aircraft in flight; b. engine-out compensation means using a yaw control surface for countering the yawing moment resulting from a noncenterline engine failure; and c. automatic control means for commanding the roll control surfaces to move in such manner as to cause the aircraft's track angle to hold at a substantially constant value, while the engine-out compensation means counters the yawing moment resulting from a noncenterline engine failure using the yaw control surface wherein the automatic control means are functional only when the pilot's roll axis controllers are in a centered detent.

Claim 20

An aircraft track angle hold control system comprising: a. roll control surfaces capable of generating a rolling moment on the aircraft in flight; b. engine-out compensation means using a yaw control surface for countering the yawing moment resulting from a noncenterline engine failure; and c. automatic control means for commanding the roll control surfaces to move in such manner as to cause the aircraft's track angle to hold at a substantially constant value, while the engine-out compensation means counters the yawing moment resulting from a noncenterline engine failure using the yaw control surface wherein the automatic control means are functional only when the pilot's roll axis controllers are in a centered detent.

Claim 21

The aircraft track angle hold control system of claim 18 wherein the engine-out compensation means comprises pilot application of a rudder pedal input which acts through mechanical control means to position the yaw control surface to generate a yawing moment which counters the yawing moment resulting from the noncenterline engine failure.

Claim 22

The aircraft track angle hold control system of claim 18 wherein the engine-out compensation means comprises automatic engine-out control means for sensing the occurrence of the noncenterline engine failure and for positioning the yaw control surface to generate a yawing moment which counters the yawing moment resulting from the noncenterline engine failure.

Claim 23

The aircraft track angle hold control system of claim 18 wherein the yaw control surface is a rudder.

Claim 24

The aircraft track angle hold control system of claim 18 wherein the automatic control means comprises a command crossfeed from a signal indicative of the amount of yaw control surface position being used by the engine-out compensation means to the roll control surfaces.

Claim 25

The aircraft track angle hold control system of claim 18 additionally comprising roll-axis maneuver command control means for causing the aircraft's actual bank angle to at least approximately follow a bank angle command, and wherein the automatic control means comprises a command crossfeed from a signal indicative of the amount of yaw control surface position being used by the engine-out compensation means to a roll angle command bias summing into the bank angle command.

Claim 26

The aircraft track angle hold control system of claim 23 wherein the automatic control means further includes a closed-loop track angle hold feedback control law using track angle as a feedback signal, the closed-loop track angle hold feedback control law generating an addition, incremental component to the roll angle command bias summing into the bank angle command.

Claim 27

The aircraft track angle hold control system of claim 23 additionally including means for driving the roll angle command bias towards equalling the bank angle command in the steady state.

Claim 28

The aircraft track angle hold control system of claim 23 additionally including means for displaying the bank angle command and the roll angle command bias to a pilot of the aircraft.

Claim 29

The aircraft track angle hold control system of claim 23 wherein the roll angle command bias is authority limited.

Claim 30

The aircraft track angle hold control system of claim 23 wherein the command crossfeed includes a gain value which is directly proportional to the aircraft's side force coefficient due to yaw control surface deflection and to impact or dynamic pressure and which is inversely proportional to an estimate of the aircraft's wing loading.

Claim 31

The aircraft track angle hold control system of claim 18 wherein the automatic control means include a closed-loop track angle hold feedback control law using track angle as a feedback signal.

Claim 32

An aircraft track rate hold control system comprising: a. roll control surfaces capable of generating a rolling moment on the aircraft in flight; b. yaw control means for permitting a pilot to command the aircraft to assume a nonzero sideslip condition through a rudder pedal input; and c. automatic control means, responsive to a nonzero pilot rudder pedal input, for commanding the roll control surfaces to move in such manner as to cause the aircraft's track rate to hold at a substantially constant value while the pilot makes no roll controller input wherein the automatic control means includes a closed-loop track rate hold feedback control law using a track rate signal as a feedback signal.

Claim 33

An aircraft track rate hold control system comprising: a. roll control surfaces capable of generating a rolling moment on the aircraft in flight; b. yaw control means for permitting a pilot to command the aircraft to assume a nonzero sideslip condition through a rudder pedal input; and c. automatic control means, responsive to a nonzero pilot rudder pedal input, for commanding the roll control surfaces to move in such manner as to cause the aircraft's track rate to hold at a substantially constant value while the pilot makes no roll controller input wherein the automatic control means includes a closed-loop track rate hold feedback control law using a track rate signal as a feedback signal.

Claim 34

The aircraft track rate hold control system of claim 30 wherein the yaw control means comprises mechanical control means for the pilot to position a yaw control surface through the rudder pedal input.

Claim 35

The aircraft track rate hold control system of claim 30 wherein the yaw control means comprises a maneuver command control system which interprets the rudder pedal input as a sideslip angle command and which uses feedback control means to position a yaw control surface of the aircraft in such manner as to cause the aircraft's actual sideslip angle to at least approximately follow the sideslip angle command.

Claim 36

The aircraft track rate hold control system of claim 32 additionally comprising roll-axis maneuver command control means for causing the aircraft's actual bank angle to a least approximately follow a bank angle command, and wherein the automatic control means comprises a command crossfeed from the sideslip angle command to a roll angle bias summing into the bank angle command.

Claim 37

The aircraft track rate hold control system of claim 33 wherein the automatic control means further includes a closed-loop track rate hold feedback control law which generates an additional, incremental roll angle command component summing into the roll angle command.

Claim 38

The aircraft track rate hold control system of claim 33 wherein the command crossfeed includes a gain value which is directly proportional to the aircraft's side force coefficient due to sideslip and to impact or dynamic pressure and which is inversely proportional to an estimate of the aircraft's wing loading.

Claim 39

The aircraft track rate hold control system of claim 30 wherein the automatic control means comprises a command crossfeed from the rudder pedal input to the roll control surfaces.

Claim 40

The aircraft track rate hold control system of claim 30 wherein the automatic control means comprises a command crossfeed from a pilot input sideslip angle command to the roll control surfaces.

Claim 41

The aircraft track rate hold control system of claim 30 wherein the track rate signal is synthesized from a track angle feedback signal passed through a washout filter.

Claim 42

An aircraft track rate hold control system comprising: a. roll control surfaces capable of generating a rolling moment on the aircraft in flight; b. engine-out compensation means using a yaw control surface for countering the yawing moment resulting from a noncenterline engine failure; and c. automatic control means, independent of any ground-based instrument landing system signal, for commanding the roll control surfaces to move in such manner as to cause the aircraft's track rate to hold at a substantially constant value, while the engine-out compensation means counters the yawing moment resulting from a noncenterline engine failure using the yaw control surface.

Claim 43

An aircraft track rate hold control system comprising: a. roll control surfaces capable of generating a rolling moment on the aircraft in flight; b. engine-out compensation means using a yaw control surface for countering the yawing moment resulting from a noncenterline engine failure; and c. automatic control means, independent of any ground-based instrument landing system signal, for commanding the roll control surfaces to move in such manner as to cause the aircraft's track rate to hold at a substantially constant value, while the engine-out compensation means counters the yawing moment resulting from a noncenterline engine failure using the yaw control surface.

Claim 44

The aircraft track rate hold control system of claim 39 wherein the automatic control means are functional only when the pilot's roll axis controllers are in a centered detent.

Claim 45

The aircraft track rate hold control system of claim 39 wherein the automatic control means comprises a command crossfeed from a signal indicative of the amount of yaw control surface position being used by the engine-out compensation means to the roll control surfaces.

Claim 46

The aircraft track rate hold control system of claim 39 additionally comprising roll-axis maneuver command control means for causing the aircraft's actual bank angle to at least approximately follow a bank angle command, and wherein the automatic control means comprises a command crossfeed from a signal indicative of the amount of yaw control surface position being used by the engine-out compensation means to a roll angle command bias summing into the bank angle command.

Claim 47

The aircraft track rate hold control system of claim 42 wherein the automatic control means further includes a closed-loop track rate hold feedback control law which generates an additional incremental roll angle command component summing into the bank angle command.

Claim 48

The aircraft track rate hold control system of claim 42 wherein the command crossfeed includes a gain value which is directly proportional to the aircraft's side force coefficient due to yaw control surface deflection and to impact or dynamic pressure and which is inversely proportional to an estimate of the aircraft's wing loading.

Claim 49

The aircraft track rate hold control system of claim 39 wherein the automatic control means includes a closed-loop track rate hold feedback control law using a track rate signal as a feedback signal.

Claim 50

A control system for an aircraft, the control system comprising: a. yaw input means, which are movable by a pilot of the aircraft, for generating a first command signal which is a function of an input made by the pilot to the yaw input means; b. aircraft yawing means for generating a yawing moment on the aircraft in response to the first command signal so as to generate a nonzero sideslip condition while in flight; c. means for generating a second command signal for controlling a rolling moment of the aircraft so as to maintain a selected navigation angle of the aircraft while the aircraft is in the nonzero sideslip condition wherein the second command signal generating means includes (1) means for generating a third signal as a function of the first command signal for generating a first rolling moment so as to maintain the selected navigation angle, (2) means for generating a fourth signal as a function of the selected navigation angle for generating a second rolling moment so as to maintain the selected navigation angle, and (3) means for combining the third signal and the fourth signal to generate the second command signal; and d. aircraft rolling means for generating a rolling moment on the aircraft while in flight in response to the second command signal.

Claim 51

A control system for an aircraft, the control system comprising: a. yaw input means, which are movable by a pilot of the aircraft, for generating a first command signal which is a function of an input made by the pilot to the yaw input means; b. aircraft yawing means for generating a yawing moment on the aircraft in response to the first command signal so as to generate a nonzero sideslip condition while in flight; c. means for generating a second command signal for controlling a rolling moment of the aircraft so as to maintain a selected navigation angle of the aircraft while the aircraft is in the nonzero sideslip condition wherein the second command signal generating means includes (1) means for generating a third signal as a function of the first command signal for generating a first rolling moment so as to maintain the selected navigation angle, (2) means for generating a fourth signal as a function of the selected navigation angle for generating a second rolling moment so as to maintain the selected navigation angle, and (3) means for combining the third signal and the fourth signal to generate the second command signal; and d. aircraft rolling means for generating a rolling moment on the aircraft while in flight in response to the second command signal.

Claim 52

The control system as set forth in claim 46, wherein: a. operation of the aircraft in the nonzero sideslip condition generates a second rolling moment on the aircraft; and b. the third signal generating means includes means for generating the third signal in a manner to produce the first rolling moment so as to oppose the second rolling moment in a manner to maintain the selected navigation angle.

Claim 53

The control system as set forth in claim 47 wherein the selected navigation angle is a selected track angle.

Claim 54

The control system as set forth in claim 46 wherein the third signal generating means includes means for generating the third signal as a function of a sideslip angle signal generated as a result of movement of the input means.

Claim 55

The control system as set forth in claim 46 wherein the third signal generating means includes (1) means for generating a sideslip angle signal as a function of the first command signal, and (2) means for generating the third signal as a function of the sideslip angle signal, an impact pressure and wing loading of the aircraft.

Claim 56

The control system as set forth in claim 46 wherein: a. the control system additionally includes roll input means, which are movable by a pilot of the aircraft, for generating a third command signal which is a function of an input made by the pilot to the roll input means so as to control a rolling moment of the aircraft while in flight and which are movable in a manner than when the roll input means are in a neutral position there is no rolling moment applied to the aircraft; and b. the fourth signal generating means further includes means for generating the fourth signal when the roll input means is in the neutral position and the third command signal reaches a selected threshold value.

Claim 57

The control system as set forth in claim 51 wherein the fourth signal generating means further includes (1) means for determining an actual track angle of the aircraft and for generating a signal representative thereof, and (2) means for responding to the actual track angle signal and for generating the fourth signal as a function of the actual track angle of the aircraft when the roll input means are placed in the neutral position.

Claim 58

The control system as set forth in claim 46 additionally comprising equalization means for adjusting the third signal so as to equal the second command signal while at the same time reducing the fourth signal to zero.

Claim 59

The control system as set forth in claim 46 additionally comprising: a. means for detecting a yawing moment of the aircraft due to an engine failure; and b. means for generating the first command signal in response to the yawing moment so as to cause the aircraft yawing means to generate a yawing moment which opposes the yawing moment generated due to the engine failure.

Claim 60

The control system as set forth in claim 54 wherein the selected direction of travel is a selected track angle.

Claim 61

The control system as set forth in claim 54 wherein the selected direction of travel is a selected track rate.

Claim 62

A control system for an aircraft, the control system comprising: a. yaw input means, which are movable by a pilot of the aircraft, for generating a first command signal which is a function of an input made by the pilot to the yaw input means; b. aircraft yawing means for generating a yawing moment on the aircraft in response to the first command signal so as to generate a nonzero sideslip condition while in flight; c. means for measuring the pilot input; d. means for generating a second command signal, as a function of the measured pilot input to the yaw means, for controlling a rolling moment of the aircraft so as to maintain a selected direction of travel of the aircraft while the aircraft is in the nonzero sideslip condition; and e. aircraft rolling means for generating a rolling moment on the aircraft while in flight in response to the second command signal.

Claim 63

A control system for an aircraft, the control system comprising: a. yaw input means, which are movable by a pilot of the aircraft, for generating a first command signal which is a function of an input made by the pilot to the yaw input means; b. aircraft yawing means for generating a yawing moment on the aircraft in response to the first command signal so as to generate a nonzero sideslip condition while in flight; c. means for measuring the pilot input; d. means for generating a second command signal, as a function of the measured pilot input to the yaw means, for controlling a rolling moment of the aircraft so as to maintain a selected direction of travel of the aircraft while the aircraft is in the nonzero sideslip condition; and e. aircraft rolling means for generating a rolling moment on the aircraft while in flight in response to the second command signal.

Claim 64

A control system for an aircraft, the control system comprising: a. yaw input means for generating a first command signal; b. aircraft yawing means for generating a yawing moment on the aircraft in response to the first command signal so as to generate a nonzero sideslip condition while in flight; c. means for generating a second command signal, as a function of first and second output signals, for controlling a rolling moment of the aircraft so as to maintain a selected direction of flight of the aircraft while the aircraft is in the nonzero sideslip condition, the second command signal generating means including (1) means for generating the first output signal as a function of the first command signal, (2) means for generating the second output signal as a function of the selected direction of travel; and d. aircraft rolling means for generating a rolling moment on the aircraft while in flight in response to the second command signal.

Claim 65

A control system for an aircraft, the control system comprising: a. yaw input means for generating a first command signal; b. aircraft yawing means for generating a yawing moment on the aircraft in response to the first command signal so as to generate a nonzero sideslip condition while in flight; c. means for generating a second command signal, as a function of first and second output signals, for controlling a rolling moment of the aircraft so as to maintain a selected direction of flight of the aircraft while the aircraft is in the nonzero sideslip condition, the second command signal generating means including (1) means for generating the first output signal as a function of the first command signal, (2) means for generating the second output signal as a function of the selected direction of travel; and d. aircraft rolling means for generating a rolling moment on the aircraft while in flight in response to the second command signal.

Claim 66

An aircraft track angle hold control subsystem comprising: a. roll control surfaces capable of generating a rolling moment on said aircraft in flight; b. engine-out compensation means using a yaw control surface for countering the yawing moment resulting from a noncenterline engine failure; and c. automatic control means for commanding the roll control surfaces to move in such manner as to cause the aircraft's track angle to hold at a substantially constant value, while the engine-out compensation means counters the yawing moment resulting from a noncenterline engine failure using the yaw control surface wherein the automatic control means comprises a command crossfeed from a signal indicative of the amount of yaw control surface position being used by the engine-out compensation means to the roll control surfaces.

Claim 67

An aircraft track angle hold control subsystem comprising: a. roll control surfaces capable of generating a rolling moment on said aircraft in flight; b. engine-out compensation means using a yaw control surface for countering the yawing moment resulting from a noncenterline engine failure; and c. automatic control means for commanding the roll control surfaces to move in such manner as to cause the aircraft's track angle to hold at a substantially constant value, while the engine-out compensation means counters the yawing moment resulting from a noncenterline engine failure using the yaw control surface wherein the automatic control means comprises a command crossfeed from a signal indicative of the amount of yaw control surface position being used by the engine-out compensation means to the roll control surfaces.

Claim 68

A track angle hold control system comprising: a. roll control surfaces capable of generating a rolling moment on said aircraft in flight; b. engine-out compensation means using a yaw control surface for countering the yawing moment resulting from a noncenterline engine failure; and c. automatic control means for commanding the roll control surfaces to move in such manner as to cause the aircraft's track angle to hold at a substantially constant value, while the engine-out compensation means counters the yawing moment resulting from a noncenterline engine failure using the yaw control surface wherein the automatic control means include a closed-loop track angle hold feedback control law using track angle as a feedback signal. c. means for generating a second command signal, as a function of the input made by the pilot to the yaw input means, for controlling a rolling moment of the aircraft so as to maintain a selected navigation angle of the aircraft while the aircraft is in the nonzero sideslip condition, the second command signal generating means including (1) means for generating a third signal as a function of the first command signal for generating a first rolling moment so as to maintain the selected navigation angle, (2) means for navigation angle for generating a second rolling moment so as to maintain the selected navigation angle, and (3) means for combining the third signal and the fourth signal to generate the second command signal; and d. aircraft rolling means for generating a rolling moment on the aircraft while in flight in response to the second command signal.

Claim 69

A track angle hold control system comprising: a. roll control surfaces capable of generating a rolling moment on said aircraft in flight; b. engine-out compensation means using a yaw control surface for countering the yawing moment resulting from a noncenterline engine failure; and c. automatic control means for commanding the roll control surfaces to move in such manner as to cause the aircraft's track angle to hold at a substantially constant value, while the engine-out compensation means counters the yawing moment resulting from a noncenterline engine failure using the yaw control surface wherein the automatic control means include a closed-loop track angle hold feedback control law using track angle as a feedback signal. c. means for generating a second command signal, as a function of the input made by the pilot to the yaw input means, for controlling a rolling moment of the aircraft so as to maintain a selected navigation angle of the aircraft while the aircraft is in the nonzero sideslip condition, the second command signal generating means including (1) means for generating a third signal as a function of the first command signal for generating a first rolling moment so as to maintain the selected navigation angle, (2) means for navigation angle for generating a second rolling moment so as to maintain the selected navigation angle, and (3) means for combining the third signal and the fourth signal to generate the second command signal; and d. aircraft rolling means for generating a rolling moment on the aircraft while in flight in response to the second command signal.

Claim 70

An aircraft track angle hold control system comprising: a. roll control surfaces capable of generating a rolling moment on the aircraft in flight; b. yaw control means for permitting a pilot to command the aircraft to assume a nonzero sideslip condition through a rudder pedal input; and c. automatic control means, responsive to a nonzero pilot rudder pedal input and independent of any ground-based instrument landing system signal, for commanding the roll control surfaces to move in such manner as to cause the aircraft's track angle to hold at a substantially constant value while the pilot makes no roll controller input.

Claim 71

An aircraft track angle hold control system comprising: a. roll control surfaces capable of generating a rolling moment on the aircraft in flight; b. yaw control means for permitting a pilot to command the aircraft to assume a nonzero sideslip condition through a rudder pedal input; and c. automatic control means, responsive to a nonzero pilot rudder pedal input and independent of any ground-based instrument landing system signal, for commanding the roll control surfaces to move in such manner as to cause the aircraft's track angle to hold at a substantially constant value while the pilot makes no roll controller input.

Claim 72

An aircraft track angle hold control system comprising: a. roll control surfaces capable of generating a rolling moment on said aircraft in flight; b. engine-out compensation means using a yaw control surface for countering the yawing moment resulting from a noncenterline engine failure; and c. automatic control means, independent of any ground-based instrument landing system signal, for commanding the roll control surfaces to move in such manner as to cause the aircraft's track angle to hold at a substantially constant value, while the engine-out compensation means counters the yawing moment resulting from a noncenterline engine failure using the yaw control surface.

Claim 73

An aircraft track angle hold control system comprising: a. roll control surfaces capable of generating a rolling moment on said aircraft in flight; b. engine-out compensation means using a yaw control surface for countering the yawing moment resulting from a noncenterline engine failure; and c. automatic control means, independent of any ground-based instrument landing system signal, for commanding the roll control surfaces to move in such manner as to cause the aircraft's track angle to hold at a substantially constant value, while the engine-out compensation means counters the yawing moment resulting from a noncenterline engine failure using the yaw control surface.

Claim 74

An aircraft track rate hold control system comprising: a. roll control surfaces capable of generating a rolling moment on said aircraft in flight; b. yaw control means for permitting a pilot to command the aircraft to assume a nonzero sideslip condition through a rudder pedal input; and c. automatic control means, responsive to a nonzero pilot rudder pedal input and independent of any ground-based instrument landing system signal, for commanding the roll control surfaces to move in such manner as to cause the aircraft's track rate to hold at a substantially constant value while the pilot makes no roll controller input.

Claim 75

An aircraft track rate hold control system comprising: a. roll control surfaces capable of generating a rolling moment on said aircraft in flight; b. yaw control means for permitting a pilot to command the aircraft to assume a nonzero sideslip condition through a rudder pedal input; and c. automatic control means, responsive to a nonzero pilot rudder pedal input and independent of any ground-based instrument landing system signal, for commanding the roll control surfaces to move in such manner as to cause the aircraft's track rate to hold at a substantially constant value while the pilot makes no roll controller input.