– 10
1.4
1.3
1.2
1.1
1.0
.9
Manual throttles-only control PCA turned
on
Measured Co mmand
Measured Com mand
Right
Left
Center
Figure 41. Time history of PCA demonstration pilot manual throttles-only control and PCA engagement, Flaps 28, gear down.
0 100 200 300 400 Time, sec
970624
Table 3. PCA pilots and observers in MD-11.
Name Af.liation Position
Pilots
William Wainwright Airbus Industrie Chief test pilot
Kenneth Higgins Boeing Vice president, .ight operations
Tom McBroom, captain American Airlines Chief technical pilot
Roy Tucker, captain Delta Airlines MD-11 chief pilot
Chip Adam Federal Aviation Agency Engineering pilot
Tom Imrich Federal Aviation Agency NRS, air carrier operations
George Lyddane Federal Aviation Agency NRS, .ight management
Carl Malone Federal Aviation Agency Aircraft evaluation group
Hiromichi Mitsuhashi, captain Japan Air Lines Assistant to director of engineering
Koci Sasaki, captain Japan Air Lines Deputy vice president
Abdullah Alhabdad, captain Royal Flight (Saudi) Vice president, .ight operations
Ruedi Bornhauser, captain Swissair Technical operations
Ed Allvin, captain U.S. Air Force AFFTC, 418th .ight test force
Frank Batteas, Lt Col U.S. Air Force AFFTC
Bob Stoney, Lt Cdr U.S. Navy NATC TPS
Steve Wright, Cdr U.S. Navy NATC TPS
Gordon Fullerton NASA Dryden Project pilot
Dana Purifoy NASA Dryden PCA evaluation pilot
John Miller McDonnell Douglas MD-11 chief pilot
Ralph Luczak McDonnell Douglas PCA project pilot
Tom Melody McDonnell Douglas MDA chief pilot
Walt Smith McDonnell Douglas MD-11 PCA pilot
Tim Dineen McDonnell Douglas MD-11 pilot
Don Alexander McDonnell Douglas MD-11 pilot
Observers
Robert Gilles Airbus Industrie Director, .ight test
Mike Dornheim Aviation Week Technical writer
Ed Kolano Flight International Technical writer
John Bull NASA Ames PCA engineer
Don Bryant NASA Ames ACFS simulation engineer
Larry Yount Honeywell Honeywell fellow
Tom Enyart Federal Aviation Agency Private pilot/engineer
Bill Dana NASA Dryden Chief engineer
Following the engagement of PCA, each pilot .ew a downwind and base leg to a 12-mi straight-in approach. Each pilot then made a PCA approach to a virtual runway at 100 ft AGL (the .rst .are was set for 230 ft AGL and the second .are to 130 ft AGL). Most used the ILS-coupled mode, while a few used PCA FPA and TRK control. In the very smooth air of these tests, even the PCA approaches using the FCP knobs were successful; an example was shown in .gure 24. At the 100-ft decision height, the pilots then pushed the TOGA button on the throttles to initiate a PCA go-around. The go-around was continued with a turn to the crosswind leg.
All pilots were very impressed with the PCA system. In general, FPA and TRK modes were preferred, although the bank angle mode and V/S modes received very little evaluation. The pilots all were impressed with the go-around capability in which less than 60 ft of altitude were typically lost. These pilots also commented that control seemed almost normal and that, aside from the brief lateral acceleration immediately after making a track change, they could not tell whether the engines were providing all of the .ight control. All pilots found the FCP knobs very easy and natural to use. Observers sitting in the cabin noted no difference from a normal approach unless seated where they could hear the engine sounds changing pitch.
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