초록 ▼

The inventive system requires that normal approach indicated airspeed and a predetermined approach groundspeed be used as the approach criteria, whichever is the least, compared to its own predetermined index value. These two values are the commanding functions fed to a fast/slow indicator and to an

The inventive system requires that normal approach indicated airspeed and a predetermined approach groundspeed be used as the approach criteria, whichever is the least, compared to its own predetermined index value. These two values are the commanding functions fed to a fast/slow indicator and to any auto-throttle device on the approach, along with a “caution tailwind”warning device to warn the pilot whenever the groundspeed exceeds true airspeed by 5 knots or more, for example. If this warning activates, he should consider cancelling the approach and choose an approach from a different direction, determined by surface wind and his drift at the time of cancellation. This condition is caused by a tailwind component at altitude, the value of which the pilot can determine from his airspeed and groundspeed indications.

대표청구항 ▼

A method of controlling the power to be applied to an aircraft engine during a landing approach, whether windshear conditions exist or not, comprising the steps of: (a) monitoring deviation of actual airspeed from desired airspeed on the approach and deviation of actual groundspeed from desired appr

A method of controlling the power to be applied to an aircraft engine during a landing approach, whether windshear conditions exist or not, comprising the steps of: (a) monitoring deviation of actual airspeed from desired airspeed on the approach and deviation of actual groundspeed from desired approach groundspeed on the approach and, (b) employing such deviations in such a manner so that the approach speed is controlled by whichever of the speeds is lower compared to the associated desired speed, and using this speed parameter to control power to maintain a stabilized speed condition during the final approach. An apparatus useful in determining power to be applied to an aircraft engine duriNg a landing approach, comprising (a) first means for monitoring deviations of actual aircraft airspeed from desired approach airspeed, and deviations of actual aircraft groundspeed from desired approach groundspeed, and (b) second means coupled to said first means for providing an indication as to which of said deviations is the lower compared to the associated desired value, from which a pilot can maintain a stabilized speed condition above a safe value by adjusting engine power.