1. Design output Lateral Longitudinal Reduced order sliding poles f−0:0715;−0:1333;−0:1724-0:1354ig f−1:0351;−0:1859-0:1422i;g
2. γ0latγ1lat= 0:0232<1 γ0longγ1long= 0:1838<1 k˜Glat(s)k∞=γ2lat=0:1489 k˜Glong(s)k∞=γ2long=0:0024
3. EPR1-4
4. Figure 7 illustrates the overall flight manoeuvre. The simulation starts under the hypothesis that the aircraft is in straight and level flight heading north (0◦) with flight conditions given in Table 5. This is followed by a 90◦right turn heading east (90◦). After the aircraft has stabilized from the turn, the loss of hydraulics occurs at 228s. Realizing that conventional control does not work, an altitude change to 2500ft and then back to 2000ft was conducted to test the climb and descent capabilities of the aircraft using engines only. Then another 90◦right turn is attempted, changing heading to south (180◦). Finally a small right turn changing heading to 240◦was carried out in order to intercept the ILS signals from runway 27 at a heading of 266.794◦. At this stage, the approach button (APP button) on the mode control panel (MCP) is activated to arm the ILS signal capture. When the LOC signal becomes valid (at 484s), the LOC PID control is engaged (Figure 8(b)). This allows the aircraft to be lined up with the runway. Then, when the GS signal becomes valid (at 645s), the GS PID controller is engaged (Figure 8(b)) providing descent guidance to the runway (at 3◦FPA angles). The flare and the actual landing of the aircraft are not attempted and the simulation was stopped 50m above ground level.