The Boeing Company

Theboeing Company

Ian Carey Martindale

Peter D Gunn

Richard A Herald

John W Alaimo, Jr

Clement Val Paulson

John W Alaimo

An example method includes: determining a throttle command for a servomotor configured to control a position of a throttle lever, where the position of the throttle lever indicates a commanded thrust for the first engine of the aircraft; determining a trim command for the first engine to equalize the thrust of the first engine with the respective thrust of the second engine; determining that a magnitude of the throttle command is less than a magnitude of a threshold throttle command indicative of a dead zone of the servomotor, where the servomotor is irresponsive to a given throttle command within the dead zone; modifying the trim command based on the throttle command to generate a modified trim command that compensates for irresponsiveness of the servomotor to the throttle command; and changing the thrust generated by the first engine based on the modified trim command.

Low throttle rate command compensation via full authority engine trim

Automated throttle control is described herein. One disclosed example method includes calculating, using a processor, a thrust resolver angle based on a flight condition of an aircraft, and controlling a throttle from moving past at least one of the thrust resolver angle or a range defined by the thrust resolver angle to maintain the aircraft in a preferred flight mode.

Automated flight throttle control

An avionic system (102) in which engine thrust rating data is transmitted from electronic engine controllers (108a and 108b) to flight management computer/thrust management computers (120a and 120b) via digital data buses (110a, 110c, and 114) is disclosed. The flight management computer/thrust management computers (120a and 120b) select the proper data set for the specified engine thrust rating upon power-up. If the thrust rating changes, the flight management computer/thrust management computers (120a and 120b) select a new data set corresponding to the new thrust rating as received over the digital data bus (110a, 110c, and 114). This is accomplished without the need to change aircraft wiring. The flight management computer/thrust management computers (120a and 120b) store the thrust rating in nonvolatile memory (126), allowing the flight management computer/thrust management computers (120a and 120b) to use the stored value to initialize relevant settings according to current engine thrust rating.

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Seattle, WA, United States of America

Ian Carey Martindale