– 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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