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35.  Time history of PCA ILS-coupled approach and hands-off landing, Flaps 28. . . . . . . . . . . . . . . . . . . . . . . 66
36.  Time history of PCA ILS-coupled approach and go-around, .aps and slats retracted, landing gear down, center engine idle, 1.5 dots below nominal glideslope, smooth air, pilot A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
37.  Time history of ILS-coupled approach, three-engine dynamic pitch mode, Flaps 28, PCA disengaged at 50 ft AGL before normal landing, pilot A. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
38.  Overlay of three MD-11 PCA ILS-coupled .nal approaches. Flaps 28, gear down, light winds, no turbulence. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
39.  Time history of MD-11 .ight deck simulation ILS-coupled landing, severe turbulence, wind 270° at 15 kn, two-engine pitch mode, Flaps 28 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
40.  Simulation results of MD-11 PCA ILS-coupled landing dispersion, Flaps 28, two-step auto.are at 130 and 30 ft AGL; Honeywell simulation, 100 landings. . . . . . . . . . . . . . . . . . . . . . 72
41.  
Time history of PCA demonstration pilot manual throttles-only control and PCA engagement, Flaps 28, gear down . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73

42.  
Analytical trim speed variation with GW, CG, landing gear, and center-engine thrust setting. Initial conditions: 330 kn climb, 25 percent CG, gear and .aps up. . . . . . . . . . . . . . . . . . . . 77

43.  
Analytical trim speed variation with GW, CG, landing gear, and center-engine thrust setting. MD-11 initial conditions: 285 kn high altitude cruise, 31 percent CG . . . . . . . . . . . . . . . . . 78

44.  
MD-11 lateral CG offset compared with total fuel quantity and location . . . . . . . . . . . . . . . . . . . . . . . . . . 79

45.  
Time history of fuel transfer and lateral CG offset, MD-11 FDS. Initial wing fuel tank quantities approximately 31,000 lb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

46.  
Effect of lateral CG offset on EPR on the engine 3 required for wings-level .ight, .aps and slats up, gear up, altitude ≈ 10,000 ft, gross weight ≈ 400,000 lb, center engine idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81

47.  
Time history of response to right throttle step inputs, MD-11 FDS, 205 kn, altitude = 7500 ft, gear and .aps up, dampers off, 35 in. lateral CG offset . . . . . . . . . . . . . . . . . . . . . . . . . 82

48.  
MD-11 FDS with left engine idle, lateral CG offset 31 in. right, gear and .aps up, PCA lateral track mode active, 15,000 ft, GW = 380,000 lb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83

49.  
MD-11 PCA FDS with left engine at idle, lateral CG 31 in. right, PCA lateral mode engaged, no .ight control inputs, all dampers off, gear and .aps up, center throttle step increase and bank angle feedback gain decrease. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

 

ABSTRACT

An emergency .ight control system that uses only engine thrust, called the propulsion-controlled aircraft (PCA) system, was developed and .ight tested on an MD-11 airplane. The PCA system is a thrust-only control system, which augments pilot .ightpath and track commands with aircraft feedback parameters to control engine thrust. The PCA system was implemented on the MD-11 airplane using only software modi.cations to existing computers. Results of a 25-hr .ight test show that the PCA system can be used to .y to an airport and safely land a transport airplane with an inoperative .ight control system. In up-and-away operation, the PCA system served as an acceptable autopilot capable of extended .ight over a range of speeds, altitudes, and con.gurations. PCA approaches, go-arounds, and three landings without the use of any normal .ight controls were demonstrated, including ILS-coupled hands-off landings. PCA operation was used to recover from an upset condition. The PCA system was also tested at altitude with all three hydraulic systems turned off. This paper reviews the principles of throttles-only .ight control, a history of accidents or incidents in which some or all .ight controls were lost, the MD-11 airplane and its systems, PCA system development, operation, .ight testing, and pilot comments.
　
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本文鏈接地址：Development and Flight Test of an Emergency Flight Control System Using Only Engine Thrust on an MD-11 Transport Airplane(6)