AUTOPILOT MODES OPERATION (Managed Modes only)

This document gives a brief and concise definition of the Autopilot modes designed for the BW-11 Eagle Ray. The reader is required to understand that this document contains modes managed by the FMS only. Autopilot modes meant to be selected on the FCU by the pilot are not discussed. It is worthy to note that two or more Autopilot modes can be engaged at the same time, provided that the control action executed by such modes is not achieved by the use of the same actuators (or controls). Multiple mode selection can be achieved by engaging modes that do not affect the same control surfaces (and engine). For instance, the Autopilot would not permit the engagement of two modes that apply control action on the elevator to be used at the same time. This is aimed at avoiding ambiguities that could result due to conflict of control authority. The FMS must therefore respect this condition and present commands that conform to this concept. The Autopilot does not transform navigation data. It has been designed to receive and process navigation data referenced in the body axes only. All commands meant to be obeyed by this system must necessarily be in the aircrafts body axes. Any data sent in the WGS-84 frame will not be processed, and the aircraft suffers. This document is only tentative and not final. Corrections may be done if it becomes necessary to do so. You will be informed accordingly. The Autopilot team has designed several modes. The following modes are classified as managed and may interest you. VNAV Mode Auto Take-off Mode Auto Land Mode LNAV Mode

A brief description and the precise data expected from FMS will be given for each of the modes in the following section. VNAV MODE This is designed to provide the vertical navigation flight profile. The FMS will predict or order this path in the vertical plane only. The FMS is expected to provide altitude targets, pitch angle, rate of climb or descent. This data will be provided continuously and real time.

The Autopilot computer processes altitude targets and pitch angle commands according to the FMS flight plan. This mode, once engaged provides all way point navigation profile and reliable guidance to the vehicle through climb, cruise and descent phases of flight, respecting altitude constraints as contained in the flight plan. It however does not exercise control action on the airspeed. The FMS may wish to prepare the flight plan in such a way that the VNAV is engaged after Auto Take-off. The VNAV will rely on steady vertical attitude control to maintain the optimized flight profile. Auto Take-off Mode It should be noted that no commercial Airliner in the current generation of aircrafts is capable of this maneuver. Only UAVs have been designed with this capability. It is however anticipated that in the timeframe specified for the manufacture of BW 11 Eagle Ray, technology would have become matured enough to solve all the problems that have made Auto Take-off difficult to implement in big transport aircrafts. This mode is designed to get the aircraft off the ground to an obstacle height of 50ft and hand over to an already armed mode (VNAV), according to flight plan. The FMS is expected to provide acceleration targets, rate of climb, thrust settings, pitch angle and runway heading, continuously in real time. This mode has been designed according to the take-off performance prescribed by FAR Part 25.105. All take off speeds and distances have been determined by the performance team. What is controlled in this mode depends on ground roll and lift off maneuvers. Ground Roll: In ground roll, control action is exercised on the airspeed via thrust. The thrust value is set at full power and the aircraft is accelerated uniformly to lift off speed. In a normal situation, control action would have been designed for the lateral axis as well. We are unable to do this because of the constraint of time and the unavailability of the undercarriage model. We would require at least six months doing this model. Based on these complexities, the Autopilot team in due consultation with concerned parties adopted the following assumptions: The aircraft is assumed to be on the runway center line during ground run The FMS will provide this heading The aircraft is assumed to execute the ground run on the runway center line without heading changes

 All turbulence or yaw moment due to speed changes or wind have no effect on the lateral axis of the aircraft. (Not true in real life). During ground roll, control action is also exercised on the vertical axis of the aircraft. An initial pitch angle of 0 degree may be commanded until V1 is reached. At VR, a pitch of 4 degrees is expected until VLOF. At VLOF, a pitch angle of about 12 degrees is enough to get the aircraft airborne. This angle may be kept until V2 is reached. Lift Off: This happens when the nose of the aircraft has been lifted up to a pitch angle of 12 degrees at VLOF. The thrust value may still be maintained at full power until an obstacle clearance of 50ft is attained. At this height, the aircraft is assumed to have gotten enough clearance to perform other maneuvers, and Auto Take-off is completed. An already armed mode (say VNAV) may continue with the flight according to FMS flight plan. Auto Land Mode This mode is comprised of Glide slope mode and Flare mode. Glide slope mode: The glide slope will normally start from 3000ft. The reference data will completely be managed by the FMS or Landing system. For the approach phase with glide slope you will need to provide us with reference flight path angle (ref) as well as reference speed Vref for decent at continues speed. The Flare mode: Then at 50 ft above the ground the flare control will engage at which time a reference sink rate which is the rate that you want us to descend as well as reference speed should be provided. The flare will pitch the aircraft up to maintain the sink rate given as well as maintain the speed. This will carry on until 2ft above the ground where the flare will disengage. The will be no lateral control implementation of the landing as it is beyond my capability as we are running out of time. However this matter will be further discussed with Dr Jia and then assumptions will be made accordingly.