the exemplary illustrative non - limiting implementations herein relate to systems , apparatuses and methods to be used in a flight vehicle equipped with pitch control , such as elevators and a pilot inceptor such as a side - stick or a column yoke . fig1 shows an exemplary illustrative a twin turbo - fan engine 114 civilian transporter aircraft . the plane has a set of wings 113 , provided with spoilers 112 and flaps 116 . the spoilers 112 help change lift , drag and roll , and the flaps 116 help change lift and drag . the tail of the plane is also equipped with a horizontal stabilizer 117 provided with an elevator 115 which controls pitch orientation of the aircraft in flight . an exemplary illustrative non - limiting flight control system is shown in fig2 . this exemplary flight control system receives input position signals from the pilot inceptor 202 command ( p ). the term “ pilot inceptor ” includes a plurality of devices used in aeronautics industry to allow the interface with the human pilot , e . g . columns , mini - columns , sticks , side - sticks and all others . further , the exemplary illustrative non - limiting system receives signals from a set of sensors 218 , 219 , 220 , 221 , 222 . in this exemplary implementation , the sensors provide : angle - of - attack ( α ), angle - of - attack rate ({ dot over ( α )}), airspeed ( u ), airspeed rate ({ dot over ( u )}), the flap position ( δ f ), gear position ( δ g ), pitch attitude ( θ ), pitch rate ( q ), height above ground ( h agl ), ice detection bit ( b ice ), engine throttle lever position ( δ tla ), mach number ( mach ) and altitude ( h ). other sensors are also possible . according to this exemplary implementation , the information flows via a means of transmitting multiple data such as a bus 205 . all the data , i . e . pilot commands and sensors , is sent to a processor 204 that is operable to compute output based , for example , on a programmable code . the processor 204 is able , for example , to compute an elevator command based on the input data received . this command is sent to a mechanism to actuate a flight control surface 207 , which comprises a control unit able to command the elevator surfaces 201 to the commanded position . resultantly , the elevator surfaces are deployed according to the command computed by the processor 204 . fig3 shows exemplary main units of exemplary illustrative non - limiting software that may process the function in an exemplary flight controls system . the pilot command block 305 represents the position of the pilot inceptor which is sent directly to the elevator surface 306 . according to this exemplary implementation , as long as the stall , buffeting , high attitude or low speed protections are active , this inceptor command is cancelled , i . e . the aircraft is completely controlled in the pitch axis through the full authority automatic system . in the exemplary illustrative non - limiting implementation , pilot inceptor command is transformed into alpha ( α ) command when the stall , buffeting and low speed protections are active or into pitch angle ( θ ) command when high attitude protection is activated . the relation between the variable to be controlled ( α or θ ) and pilot command is depicted as command shaping 308 . the output of the command shaping ( δ law ) is used as reference to manipulate the elevators to track the variables α or θ . when the pilot moves the inceptor to the stop ( i . e . the mechanical limit of the inceptor ), command shaping produces a maximum α or θ in order to preclude the airplane from exceeding the maximum allowed α or θ for the current airplane configuration . the state feedback , feed - forward command and integral command compound the automatic elevator command . the state feedback signal is calculated using the pitch states of the aircraft dynamic 307 which are fed back to the closed loop control law . airspeed ( u ), pitch rate ( q ), pitch angle ( θ ) and angle of attack ( α ) are multiplied by the gains listed as 301 , 302 , 303 , 304 , respectively . the feed - forward command is produced based on the feed - forward gain 309 multiplied by the reference generated by the command shaping output 308 . the error ( e ) is calculated as the result of the difference between the reference and the angle - of - attack or pitch angle . the angle - of - attack is used when the stall , low speed and / or buffeting protections are engaged . the pitch angle ( θ ) is used when the high attitude protection is engaged . the integral of the error ( e ) is multiplied by the integral gain in order to produce the integral command . the gains values depend upon which protection is active . for example , when the low speed protection is active , the pitch angle gain 303 and true airspeed gain 301 are increased when compared to the pitch angle gain 303 and true airspeed gain 301 used in the stall protection function . also , the gains are scheduled according to the mach number and altitude the airplane is flying at the moment the protection is engaged . fig4 comprises all data processing according to one exemplary illustrative implementation to allow the proper engagement and gain switching of the exemplary flight control system mode , according to flight conditions . the automatic elevator command may enabled when any of the conditions below is true : 1 . the angle - of - attack plus a bias based at least in part on the angle - of - attack rate is above the angle - of - attack reference value . 2 . the airspeed minus a bias based at least in part on the airspeed rate is below the airspeed reference value . 3 . the pitch attitude plus a bias based at least in part on the pitch rate is above the pitch attitude reference value . the angle - of - attack reference value depends at least in part upon the mach number , landing gear , flap position and ice condition . the airspeed reference value depends at least in part upon the flap position . the pitch attitude reference value depends at least in part upon the flap position and height above ground level . the height above ground level is estimated based at least in part on ground speed and flight path angle for take - off and based on radar altimeter sensors for landing . fig5 shows an exemplary flow of an algorithm for determining processing of an inceptor command . initially , the inceptor data is obtained ( step 501 ). along with the inceptor data , sensor data is obtained ( step 503 ). the sensor data can be used to determine a variety of flight parameters , and can further be used to determine if any of the protections are active . based on the sensor data , a system running the exemplary algorithm will determine if stall , buffeting or low speed protections are active ( step 505 ). if any of those are active , then the inceptor command , in this exemplary implementation , is transformed into angle - of - attack reference a ( step 511 ). if none of the mentioned protections are active , then the system determines if high attitude protection is active ( step 507 ). if high attitude protection is active , then the inceptor command is transformed into pitch angle reference θ ( step 513 ). if no protections are active , then the inceptor command is processed directly ( step 509 ). in the cases where protections are active , the system provides command shaping to transform the initial inceptor command into a control command for the elevator . to do so , the system calculates state feedback , feed - forward and / or integral commands and applies them through a transformation function to the respective reference values α or θ ( steps 515 , 517 ). then , an elevator command is output to an actuator ( step 519 ) and the actuator adjusts the elevator ( step 521 ). while the technology herein has been described in connection with exemplary illustrative non - limiting implementations , the invention is not to be limited by the disclosure . the invention is intended to be defined by the claims and to cover all corresponding and equivalent arrangements whether or not specifically disclosed herein .