SAE ARP 5366-2001 Autopilot Flight Director and Autothrust Systems《自动驾驶仪 飞行指挥和自动推力系统》.pdf

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1、_ SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising there

2、from, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be revised, reaffirmed, stabilized, or cancelled. SAE invites your written comments and suggestions. Copyright 2017 SAE International All rights reserved. No part of this p

3、ublication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 877-606-7323 (inside USA and Canada) Tel: +1 724-776-497

4、0 (outside USA) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.org SAE values your input. To provide feedback on this Technical Report, please visit http:/standards.sae.org/ARP5366 AEROSPACE RECOMMENDED PRACTICE ARP5366 Issued 2001-10 Reaffirmed 2017-01 Autopilot, Fli

5、ght Director, and Autothrust Systems RATIONALE ARP5366 has been reaffirmed to comply with the SAE five-year review policy. 1. SCOPE:This document recommends criteria for the design and installation of Autopilot, Flight Director and Autothrust Systems. These three systems are highly interrelated and

6、will be referred to generically as an Integrated Flight Guidance System (IFGS).2. REFERENCES:2.1 Documentation:This annex should be used in conjunction with the ARP4102 Core Document. The following documents may also be applicable:SAE S-7 ARP4101 Flight Deck Layout and FacilitiesSAE S-7 ARP4102/4 Fl

7、ight Deck Alerting SystemSAE S-7 ARP4102/7 Electronic DisplaysSAE S-7 ARP4105 Nomenclature and Abbreviations for Use on the Flight DeckSAE S-7 ARP 4104 Design Objectives for Handling Qualities of Transport AircraftDraft Advisory Circular 25.1329 Flight Guidance SystemsACJ 25.1329 Autopilot2.2 Defini

8、tions:2.2.1 INTEGRATED FLIGHT GUIDANCE SYSTEM (IFGS): A system which combines the Autopilot and Flight Director, or the Autopilot, Flight Director and Autothrust mode selection features and guidance commands into a single integrated flight control functional architecture.2.2.2 FLIGHT GUIDANCE CONTRO

9、L INTERFACE: The component of the system that allows the flightcrew to engage the Autopilot and/or the Flight Director and/or the Autothrust systems (if installed) and to select and control the various modes of operation.2.2.3 FLIGHT GUIDANCE MODE DISPLAY FUNCTION: The component of the system that d

10、isplays the armed and active modes of the Autopilot, Flight Director and/or Autothrust systems.3. OPERATIONAL REQUIREMENTS:3.1 General:The IFGS should provide the pilot with the means to select modes of operation that control the pitch, roll and yaw axis of the airplane and the thrust level of the e

11、ngines in a safe and predictable manner while maintaining the airplane within the normal flight envelope. The IFGS should be designed and demonstrated to perform its intended function in all configurations in which it is to be used throughout all appropriate maneuvers and environmental conditions, i

12、ncluding turbulence and windshear. A control function such as control wheel steering (as in the DC-10) which allows the pilot to maneuver the airplane manually, but with different stability characteristics then those without the flight guidance system engaged, is not recommended.3.2 System Requireme

13、nts:3.2.1 Engagement Logic:3.2.1.1 It shall be possible for either pilot to individually select their independent flight director function of the IFGS with a single action. Each pilots display system shall present identical flight director modes and information.3.2.1.2 It shall be possible for each

14、pilot to engage the autopilot function of the IFGS with a single action. Multiple autopilots may be individually engaged.3.2.1.3 It shall not be possible for either pilot to engage the IFGS in a flight regime for which the system is not designed to function. If the IFGS is engaged outside the normal

15、 flight envelope, it shall be designed to return the airplane to within the normal flight envelope.3.2.1.4 The autopilot function should engage in the same mode as the integrated flight director function. If an integrated flight director function is off, the autopilot should engage in the basic mode

16、s of heading/track hold and current vertical speed/flight path angle. Engagement in a wings level mode or an attitude hold mode is acceptable although it is not recommended for a modern flight guidance system. The engagement modes shall be annunciated.3.2.1.5 It shall be possible for each pilot to a

17、rm the autothrust function (if an arming function is used) located on the Flight Guidance Control Interface with a single action.3.2.1.6 It shall be possible for each pilot to activate the autothrust system with a single action.3.2.1.7 The autothrust system shall be designed to prevent inadvertent a

18、ctivation during ground operations.3.2.1.8 If a Takeoff Mode is provided, the flight director should automatically engage in the Takeoff Mode prior to takeoff. A manual means for the pilot to engage the Takeoff Mode shall be provided._SAE INTERNATIONAL ARP5366 2 of 93.2.2 Disengagement Logic:3.2.2.1

19、 If multiple autopilots are individually controlled by dedicated switches, it shall be possible for either pilot to manually disengage individual autopilots.3.2.2.2 It shall be possible to disengage the autopilot function (including all engaged autopilots) by pressing the “Quick Disconnect Button“ o

20、n the control wheel or control stick.3.2.2.3 It shall be possible to disengage the autopilot function by overriding the autopilot by a manual pilot input to the control wheel or stick. This disconnect feature must function with both pitch inputs, roll and rudder (if applicable) inputs. These disconn

21、ect forces must be established to be high enough to preclude nuisance disconnects and low enough to ensure the function is available to all pilots. This feature may not be inhibited during autoland operations.3.2.2.4 It shall be possible to disengage the autopilot function by a manual pilot electric

22、 trim input (in either direction) to the elevator or stabilizer.3.2.2.5 Whenever the autopilot function is disengaged (for any intentional or unintentional reason), the disengagement shall be smooth and any airplane response associated with an out of trim condition should be mild.3.2.2.6 Whenever th

23、e autopilot function is disengaged, the flight director function shall remain in its existing mode of operation.3.2.2.7 There shall be a means for either pilot to readily disengage their respective flight director function.3.2.2.8 It shall be possible for each pilot to disengage the autothrust syste

24、m by a single action by pressing a switch located on the throttle controls.3.2.2.9 It shall be possible for each pilot to readily override the autothrust system with one hand to modulate the rate of thrust application. Manual intervention by the pilot to modulate the thrust shall not cause the autot

25、hrust system to disengage or to change modes of operation (applicable to moving throttles only).3.2.3 Flight Guidance System Alerts and Annunciation:3.2.3.1 Engagement of the autopilot and flight director function and each armed and active mode of operation shall be suitably annunciated to each pilo

26、t.3.2.3.2 Intentional or unintentional disengagement of the autopilot function using the “Quick Disconnect Button“ requires the pilots immediate attention for either immediate or subsequent pilot action depending on the circumstances. This condition shall result in both an aural alert and a visual a

27、lert._SAE INTERNATIONAL ARP5366 3 of 93.2.3.3 Failure of the autopilot function while in use requires the pilots immediate attention and immediate pilot action. This condition is considered a Level 3 alert.3.2.3.4 The visual alert associated with autopilot disengagement may be a unique light or an i

28、ndication within each pilots primary field of view.3.2.3.5 The aural alert associated with autopilot disengagement shall be unique and distinct. The aural alert must be cancelable by the pilot by pushing the “Quick Disconnect Button“ on the control wheel or stick. If the autopilot was disengaged by

29、means of the “Quick Disconnect Button“, either intentionally or unintentionally, it shall take an additional push of the button to cancel the aural alert. A short cycle of the aural alert is required for intentional disconnects followed by a second push of the “Quick Disconnect Button“ to assure the

30、 pilot not flying is aware of the autopilot disconnect.3.2.3.6 Engagement of the autothrust function and the active mode of operation shall be annunciated to each pilot in their primary field of view.3.2.3.7 Disengagement of the autothrust function is considered a Level 2 alert or higher.3.2.3.8 It

31、shall be possible to readily distinguish between the “armed“ modes and the “engaged“ modes of the IFGS. Reliance on color alone is not acceptable.3.2.4 Modes of Operation:3.2.4.1 Lateral Modes: The IFGS should provide the following modes or features:a. A “Heading Hold“ mode and/or a “Track Hold“ mod

32、e of operation.b. A “ Heading/Track Select“ mode to command the airplane to turn to a selected heading or track in a specific direction (left or right).c. A “NAV“ mode or an “LNAV“ mode which permits the pilot to arm the IFGS to capture a navigation path and thereafter to maintain that path (LNAV, F

33、MS, INS, VOR, GPS, etc.). It should be possible to arm this mode prior to takeoff.d. A “LOC“ mode which permits the pilot to arm the IFGS to intercept and track a precision localizer, MLS or DGPS course. Note: Differential Global Positioning System (DGPS) includes Local Area Augmentation System (LAA

34、S), Wide Area Augmentation System (WAAS), and Special CAT I Systems (SCAT I or equivalent).e. A means to conduct Back Course Localizer approaches is desirable. The IFGS guidance shall operate in a manner consistent with front course localizer operations. _SAE INTERNATIONAL ARP5366 4 of 93.2.4.1 (Con

35、tinued):f. If a Takeoff Mode or Go-Around Mode is provided, the IFGS shall provide guidance to maintain Wings Level, or Heading/Track hold. For LNAV approaches with a missed approach path, activation of the Go-Around mode may retain the LNAV mode to maintain the missed approach path. The autopilot r

36、udder channel (if provided) shall be used to minimize yaw rates and sideslip associated with asymmetric thrust conditions.g. A means for the IFGS to automatically or manually limit the bank angle for certain phases of flight or modes of operation should be provided.NOTE: The use of pitch and roll kn

37、obs to control pitch and roll attitude is not recommended in a modem flight guidance system.3.2.4.2 Vertical Modes: The IFGS should provide the following modes and features:a. The altitude arming and altitude capture functions of the IFGS shall be automatic. This design feature should permit the pil

38、ot to set the desired level off altitude for the IFGS and then engage the desired vertical mode to reach the target level off altitude.b. The use of a dedicated “Altitude Preselect Mode“ function is not permitted. The altitude capture mode must always be “armed“ for automatic capture at the target a

39、ltitude and should not require pilot action.c. A “Vertical Speed/Flight Path Angle“ mode which permits the pilot to select and maintain a target vertical speed/target flight path angle. This feature should only function in the direction compatible with the altitude set in the Altitude Select Window

40、of the Flight Guidance Control Interface except in the approach phase of flight where it shall be possible to set a missed approach altitude. Flight Path Angle guidance should be inertially referenced whenever possible.d. An “IAS Hold“ mode which permits the pilot to select and maintain a target air

41、speed using the elevator channel of the Flight Guidance System.e. A “VNAV“ mode which permits the pilot to capture and maintain a VNAV flight path between the altitudes selected at way points (within the FMS). This feature should only function in the direction compatible with the altitude set in the

42、 Altitude Select Window of the Flight Guidance Control Interface. This feature will not permit the airplane to climb above or descend below the altitude set in the Altitude Select Window of the Flight Guidance Control Interface except in the approach phase of flight where it should be possible to se

43、t a missed approach altitude (prior to the final approach fix) while level or descending on a path to the final approach fix.f. An “APR“ mode which permits the pilot to arm the IFGS to intercept and track a precision ILS, MLS or DGPS course._SAE INTERNATIONAL ARP5366 5 of 93.2.4.2 (Continued):g. If

44、a Takeoff or Go-Around Mode is provided, the IFGS shall provide vertical guidance to maintain V2 min for engine out operations and V2 + XX for all engine operations provided accurate and reliable V2 information is available. Otherwise, a fixed pitch takeoff and go-around mode may be provided. Engage

45、ment of this mode shall require pilot action.3.2.4.3 Longitudinal (Autothrust) Modes: The IFGS should provide the following modes and features:a. If equipped with an Autothrust system, it shall be integrated with the vertical modes of the IFGS in a logical manner for each approved operation. The Aut

46、othrust system shall only operate in either a “Thrust“ mode or in a “Speed“ mode unless a total energy management control scheme is developed.b. During the Takeoff Mode, the Autothrust system should control thrust levels (MAX, DERATE, or FLEX settings) during the initial takeoff and climb while the

47、elevator channel controls airspeed.c. During the Climb Mode, the Autothrust system controls thrust up to the design Climb Power setting while the elevator channel controls airspeed or vertical speed.d. During the Cruise Mode, the Autothrust system controls airspeed while the elevator channel control

48、s altitude.e. During the Descent Mode, the Autothrust system controls thrust down to a minimum of idle while the elevator channel controls airspeed or vertical speed.f. During the VNAV Path Mode, the Autothrust system controls airspeed while the elevator channel controls the vertical path.g. During the Approach Mode (ILS,MLS,DGPS), the Autothrust syste