Sikorsky Aircraft Corporation

United Technologies Corporation

Charles W Evans

Christopher A Thornberg

David H Sweet

Stephen H Silder, Jr

Jeffrey L Cole

Don L Adams

Stuart C Wright

Nicholas D Lappos

James J Howlett

Mark A Johnston

Charles E Greenberg

Robert W Rice

Gregory P Wright

Jefferson H Slayden

John M Kronsnoble

David L Jenson

Karl W Saal, Jr

A method for automating a landing maneuver for an aircraft, comprising the steps of generating an approach profile comprising an initial approach fix (IAF), a flight path, a landing decision point, a balked landing route, a pre-landing point, and a landing point, engaging an automated approach system to access the approach profile, receiving periodic position data of the aircraft, comparing the position data to the approach profile to compute a plurality of deviations each time the position data is received, outputting the plurality of deviations to a display, converting the plurality of deviations into a plurality of control commands, and maneuvering the aircraft in response to the control commands along the flight path.

Method for performing an automated category a approach maneuver

A method for automating a takeoff maneuver for an aircraft, comprising the steps of generating a takeoff profile comprising a takeoff point, a flight path, and a takeoff decision point (TDP), engaging an automated takeoff system to access the takeoff profile, receiving periodic position data of the aircraft, comparing the position data to the takeoff profile to compute a plurality of deviations each time the position data is received, outputting the plurality of deviations to a display, converting the plurality of deviations into a plurality of control commands, and maneuvering the aircraft in response to the control commands along the flight path.

Method for performing an automated category a takeoff

A monitoring and control system for a dual-engine helicopter for OEI flight operations includes a parametric indicator operative in response to sensor signals for monitoring an engine gas generator speed parameter N1 during dual-engine and OEI flight operations. The indicator includes a rotatable needle that provides an analog indication of the current value of the N1 parameter. For dual-engine flight operations, the indicator includes a first DE indicia defining a normal operating range for the N1 parameter, a second DE indicia that defines a precautionary operating range for the N1 parameter, and a DE indicium that defines a take off power limit for the N1 parameter. For OEI flight operations, the indicator further includes an expanded scale, OEI indicia that defines an OEI precautionary operating range for the N1 parameter having a lower limit of that defines a maximum continuous OEI power rating for the N1 parameter, a first OEI indicium that defines a 2-minute OEI power rating for the N1 parameter, a second OEI indicium that defines a 30-second OEI power rating for the N1 parameter. The first and second OEI indicia in combination define a 30-second OEI operating range for the N1 parameter, and the first OEI indicium and the DE indicium in combination define a 2-minute OEI operating range for the N1 parameter. The indicator further includes a first dedicated bi-colored lamp fixture disposed in combination with the first OEI indicium that is operative in response to a first activation signal to illuminate in a first color to indicate that the 2-minute OEI power rating is enabled and is operative in response to a second activation signal to illuminate in a second color to indicate that the helicopter is being operated in the 2-minute OEI operating range, and a second dedicated bi-colored lamp fixture disposed in combination with the second OEI indicium that is operative in response to a first activation signal to illuminate in a first color to indicate that the 30-second OEI power rating is enabled and is operative in response to a second activation signal to illuminate in a second color to indicate that the helicopter is being operated in the 30-second OEI operating range. Control during OEI flight operations is provided by a three-position OEI switch assembly integrated in combination with the grip of the cyclic control stick, the three-position OEI switch assembly including a three-position select switch that is manually operable to select the 30-second OEI power rating, the 2-minute OEI power rating, or the maximum continuous OEI power rating for OEI flight operations by manual manipulation of the three-position select switch to a first position, a second position, and a third position, respectively.

Monitoring and/or control system for a dual-engine helicopter for one

A system and method for conducting one engine inoperative (OEI) flight procedures training in a dual-engine helicopter includes a multi-function OEI training switch that is operative to initiate OEI flight procedures training by selecting one of said engines as the single operative engine for OEI flight procedures training, and a training function module that is: (1) operative to establish suppressed 30-second, 2-minute, and maximum continuous OEI operating limits for selected engine operating parameters to limit the actual power provided by said powerplant system during OEI flight procedures training; and (2) operative to generate biasing factors to control the operation of the parametric indicators for the selected engine operating parameters during OEI flight procedures training. During OEI flight procedures training, the training function module limits the actual power output of the helicopter powerplant system to the suppressed 30-second, 2-minute, or maximum continuous OEI operating limits, as selected by the pilot, while simultaneously utilizing the biasing factors to cause the parametric indicators of the selected operative engine to provide display indications to the pilot that the selected operative engine is operating at the actual 30-second, 2-minute, or maximum continuous OEI operating limits, as applicable.

System and method for conducting one engine inoperative flight

A collective detent system is incorporated in combination with the flight control system of a helicopter to enhance vertical takeoff flight operations of the helicopter. One embodiment of the collective detent system includes a collective control stick that is pivotable through a range of operating positions from a full-down collective position to a full-up collective position with one of the operating positions of the range defining a vertical takeoff operating position that provides the vertical takeoff power level required for the vertical takeoff flight profile of the helicopter, a trim switch for a conventional collective trim system that is operative to implement a trim mode function wherein the collective control stick can be trimmed in any selected operating position, a vertical takeoff (VTO) detent switch that is operative to generate a detent signal when activated, an adjustable sensor that is operative to generate a stick-position signal when the collective control stick is pivoted into the vertical takeoff operating position, a restraint force generating (RFG) device, and a modified trim system circuit that functionally interconnects the trim switch, the VTO detent switch, the adjustable sensor, and the RFG device in interactive combination. Prior to pivoting the collective control stick into the vertical takeoff operating position, the VTO detent switch is activated to generate the detent signal. During the vertical takeoff profile, the adjustable sensor detects the pivotal movement of the collective control stick into the vertical takeoff operating positions and generates the stick-position detent signal in response thereto. The RFG device is automatically operative in response to the detent signal and the stick-position signal to generate a restraint force against the collective control stick to electro-mechanically 'detain' the collective control stick in the vertical takeoff operating position and to impede manual movement of the collective control stick out of the vertical takeoff operating position.

Collective detent system for vertical takeoff flight operations

A bleed air control system for an aircraft gas turbine engine operates in a fuel saving mode in response to operation of the aircraft in a steady-state cruise condition (215,350) within a threshold flight envelope (202,310) during steady-state engine operation above a threshold range. During operation in the fuel saving mode, a gas turbine engine compressor bleed valve (10) is closed. The rate of bleed valve closure is determined as a function of bleed valve position (12,20) and gas generator speed (26,30) at the instant the fuel savings mode is initiated. The bleed air control system is returned to normal operation in response to actual or commanded engine acceleration above respective threshold magnitudes, in response to aircraft load factor differing from a reference load factor by a threshold magnitude, and in response to the discontinued operation of the aircraft at steady-state cruise conditions, discontinued steady-state operation of the engine above the transient range, or operation of the aircraft outside of the threshold flight envelope.

Automatic turbine engine bleed valve control for enhanced fuel management

Primary logic (116-128) for engine failure detection in a multi-engine aircraft is based on thresholds for engine torque (Q), gas generator speed (NG), power turbine inner stage temperature (T5), power turbine speed (NF), throttle setting (PLA), and throttle manipulation (PLADOT).

Detection of engine failure in a multi-engine aircraft

An improved flight director go-around mode adjusts the collective stick position in a closed loop to increase lift to a desired value. If the engagement airspeed is below the maximum rate of climb airspeed, the airspeed is increased towards the maximum rate of climb airspeed at a moderate rate. When the maximum rate of climb airspeed is attained, or if the engagement airspeed is at least the maximum rate of climb airspeed, and the rate of climb is satisfactory, the airspeed is maintained. If the engagement airspeed is greater than the maximum rate of climb airspeed and the desired rate of climb is not achieved within ten seconds, the airspeed is decreased towards the maximum rate of climb airspeed. Heading or course is automatically maintained when go-around is engaged.

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Norfolk, CT, United States of America

Charles W Evans