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• automation safety improvements
FUTURE FG&C SYSTEMS DESIGN OBJECTIVES
FG&C
• Airspeed/ Mach
• Altitude/Vertical Spd
• Heading/Track
• Loc / GS, V-Nav / L-Nav
• Envelope Protection
• FBW Manual Mode
Tactical Automatic &
FBW augmented manual
Control Modes and
Safety Functions
FMC
Flight planning
• Navigation
• Path Definition
• Performance Predict.
Strategic
Airline Operations
CDU Oriented Functions
T-NAV V-NAV L-NAV
P-R-Y MANUAL
340 .712 00
IAS MACH ALT
HOLD
ALT FPA TRACK HEAD
ACQ
0.0 137 135
THRUST MANUAL
GA
VAR 24500 VARIABLE
GS LOC
VMAX
VMIN
• Rational Function
Partitioning
• No Function Overlap
• Common Control Strategy
• Simplified Reusable Design
Control Targets
MCP
Future FG&C System Architecture
FAA Role
• Safety and oversight of Aviation Safety though
• Federal Aviation Airworthiness Regulations (FARs)
• high level generic design requirements
• some specific detailed “Special Conditions”
• Aircraft Design Certification & Production oversight
• Aircraft Operations and Maintenance oversight
• Pilot training/licensing
• cooperative safety initiatives with Industry and
Research Establishments:
• FAA/NASA Aviation Safety Program (ASP)
• Commercial Aviation Safety Team (CAST)
all have raised awareness of need for better regulations & design :
• Updated FAR and AC 25.1329
Updated FAR and AC 25.1329
• Coverage: Autopilot, Autothrust and Flight Director (not FMS)
• Key new requirements:
• Vertical Modes preferred operational characteristics
• engage/disengage/ mode switching transients
• warning/alert for autopilot and autothrottle disengage
• manual override must not create unsafe condition
• significant override force should disconnect autopilot
• speed envelope protection (as a minimum crew alert)
• logical man-machine interfaces to minimize crew error
and confusion
• automatic trimming in opposition to pilot input prohibited
• prevent “jack knifing” elevator/stabilizer
• trim on elevator position, not stick force
Generalized Functionally Integrated
Multi-Axes Control
• Automatic FG&C has contributed in a major way to flight safety
• Future FG&C systems can further enhance flight safety, operational
effectiveness and reduce system costs through
• Generalized Multi-Input / Multi-Output (MIMO) control strategy
• pilot-like control, used for all control modes
• automatic
• augmented manual
• envelope protection
• reduced mode complexity
• fewer Up-Front integrated modes
• simpler more intuitive man-machine interfaces
• Mode Control Panel (MCP)
• advanced displays ( e.g. SVS Terrain, HITS, FPA symbology
Generalized Control Concept
Targets
Feedback Signal
Synthesis
Airplane
Innerloop
Force and
Moment
Control
Nav/
Guid
Air
Data
IRU
Guidance
Error
Normalization
(Any Mode)
Control
Commands
Coordination
Airplane independent design Airplane tailored design
• Decoupled Control
• Standard Trajectory Dynamics
Designed to provide:
TECS/THCS Research Project
Need for safer/more effectively integrated FG&C system was recognized
in late seventies during NASA TCV program
Identified Root Cause of most FG&C System Deficiencies
Peace meal mode-by-mode systems evolution
SIS0 design
NASA /Boeing Research Program, initiated in 1979, resulted in
Total Energy Control System (TECS)
Generalized energy based MIMO Flight Path & Speed Control
Detailed system development & extensive Pilot-In-The-Loop
simulator evaluations (1980-1985)
Validated by Flight Test & In-flight demonstrations (1985)
Generalized integrated lateral directional control concept was developed
under DARPA/Boeing Condor program (1985-1990), resulting in
Total Heading Control System (THCS)
Energy based Longitudinal Control
Speed
Altitude Thrust
Control
Elevator
Control
Trim
Point
• Responses to elevator and throttle
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