Stability and Flight Controls

Total Page:16

File Type:pdf, Size:1020Kb

Stability and Flight Controls Stability And Flight Controls • Categories Of Aircraft o Lighter Than Air - Weight Of The Fluid Displaced Is The Weight Of The Object Buoyed . Hot Air Balloon . Gas . Dirigible . Blimp o Heavier Than Air - Lift Caused By Aerodynamics; Downthrust - Air Displaced Downward . Glider . Rotorcraft . Helicopter . Gyrocopter . Airplane • Sel • Ses • Mel • Mes • Amphibian • Engines o Rotary o In-Line 1 o Radial o V-Type o Opposed o Axial Jet Turbine o Centrifugal Jet Turbine o Fan Jet Turbine • Aircraft Vocabulary o Fuselage o Empennage o Landing Gear o Cowling o Nacelle o Canard o Cabane o Wing Placement . High Wing . Low Wing . Mid- Wing (½ Way Between Low Wing And High Wing) o Number Of Wings . Mono-Plane . Bi-Plane . Tri-Plane 2 • Stability o State Of Equilibrium – Sum Of All The Forces Acting On An Aircraft And All The Moments Equal Zero (Experiences No Acceleration) . Static Stability = No Motion • Positive: Tendency To Return To Neutral Position • Neutral: Stays Displaced • Negative: Keeps Going In Direction Of Displacement . Dynamic Stability • Positive: Turbulence Corrects Over Time • Neutral: Turbulence Stays The Same • Negative: Gets Worse o Axis Of An Airplane . Longitudinal Axis - Imaginary Line That Passes From Nose To Tail . Lateral Axis - Imaginary Line That Passes From Wingtip To Wingtip . Vertical Axis - Imaginary Line That Passes From Top To Bottom o Axis Of Stability . Longitudinal Stability - Pitch Stability . Lateral Stability - Roll Stability . Directional Stability - Yaw Stability 3 • Flight Control Surfaces = Hinged Or Movable Airfoils Designed To Change The Attitude Of The Aircraft During Flight. o Primary Control Surfaces : Ailerons, Elevator, Rudder o Secondary Control Surfaces : Trim Tabs o Auxiliary Control Surfaces : May Be Lift Augmenting Or Lift Decreasing . Lift Augmenting - Trailing Edge Flaps, Leading Edge Flaps (“Slats”), Slots . Lift Decreasing - Spoilers, Speed Brakes o Primary Flight Control = Used To Control Pitch, Roll, Or Yaw . Ailerons - Control Roll • Simple Aileron • Differential Aileron • Frieze Aileron . Elevator - Controls Pitch . Rudder – Controls Yaw • Ruddervator o Secondary Flight Control . Ground-Adjustable Tabs . Trim Tabs . Balance Tab . Servo Tab . Anti-Servo Tab 4 o Auxiliary Flight Control . Flaps • Simple Flap (Plain Flap) • Plain Split Flap (Split Edge Flap) • Slotted Flap • Fowler Flap • Zap Flap • Leading Edge Flap . Other Aux Devices • Speed Brakes • Spoilers o Roll Control (When Used Individually) o Glideslope Control W/O Pitch Change (When Deflected Together) o Braking (When Deflected Together) • Slot • Slat • Stall Strip (Fixed Spoiler) • Vortex Generators • Fences • Wash-In • Wash-Out • Other Terms 5 o Canard o Forward Swept Wing o Flying Wing o Biplane Wings o Interplane Interference o Gap/Chord Ratio o Decalage 6 .
Recommended publications
  • Final Report RL 2017:10E
    Final report RL 2017:10e Serious incident after take-off from Gothenburg/Landvetter Airport on 7 November 2016 involving SE-DSV an aeroplane of the model AVRO-RJ 100, operated by Braathens Regional Aviation AB. File no. L-112/16 7 December 2017 RL 2017:10e SHK investigates accidents and incidents from a safety perspective. Its investigations are aimed at preventing a similar event from occurring in the future, or limiting the effects of such an event. The investigations do not deal with issues of guilt, blame or liability for damages. The report is also available on SHK´s web site: www.havkom.se ISSN 1400-5719 This document is a translation of the original Swedish report. In case of discrepancies between this translation and the Swedish original text, the Swedish text shall prevail in the interpretation of the report. Photos and graphics in this report are protected by copyright. Unless other- wise noted, SHK is the owner of the intellectual property rights. With the exception of the SHK logo, and photos and graphics to which a third party holds copyright, this publication is licensed under a Creative Commons Attribution 2.5 Sweden license. This means that it is allowed to copy, distribute and adapt this publication provided that you attribute the work. The SHK preference is that you attribute this publication using the following wording: “Source: Swedish Accident Investigation Authority”. Where it is noted in the report that a third party holds copyright to photos, graphics or other material, that party’s consent is needed for reuse of the material.
    [Show full text]
  • Glider Handbook, Chapter 2: Components and Systems
    Chapter 2 Components and Systems Introduction Although gliders come in an array of shapes and sizes, the basic design features of most gliders are fundamentally the same. All gliders conform to the aerodynamic principles that make flight possible. When air flows over the wings of a glider, the wings produce a force called lift that allows the aircraft to stay aloft. Glider wings are designed to produce maximum lift with minimum drag. 2-1 Glider Design With each generation of new materials and development and improvements in aerodynamics, the performance of gliders The earlier gliders were made mainly of wood with metal has increased. One measure of performance is glide ratio. A fastenings, stays, and control cables. Subsequent designs glide ratio of 30:1 means that in smooth air a glider can travel led to a fuselage made of fabric-covered steel tubing forward 30 feet while only losing 1 foot of altitude. Glide glued to wood and fabric wings for lightness and strength. ratio is discussed further in Chapter 5, Glider Performance. New materials, such as carbon fiber, fiberglass, glass reinforced plastic (GRP), and Kevlar® are now being used Due to the critical role that aerodynamic efficiency plays in to developed stronger and lighter gliders. Modern gliders the performance of a glider, gliders often have aerodynamic are usually designed by computer-aided software to increase features seldom found in other aircraft. The wings of a modern performance. The first glider to use fiberglass extensively racing glider have a specially designed low-drag laminar flow was the Akaflieg Stuttgart FS-24 Phönix, which first flew airfoil.
    [Show full text]
  • Design of a Flight Stabilizer System and Automatic Control Using HIL Test Platform
    International Journal of Mechanical Engineering and Robotics Research Vol. 5, No. 1, January 2016 Design of a Flight Stabilizer System and Automatic Control Using HIL Test Platform Şeyma Akyürek, Gizem Sezin Özden, Emre Atlas, and Coşku Kasnakoğlu Electrical & Electronics Engineering, TOBB University of Economics & Technology, Ankara, Turkey Email: {seymaakyurek , sezin.ozden, emreatlas90, kasnakoglu}@gmail.com Ünver Kaynak Mechanical Engineering, TOBB University of Economics & Technology, Ankara, Turkey Email: [email protected] Abstract—In this paper a Hardware-In-the-Loop (HIL) test Both manual calibration and MATLAB’s automated platform is used to design a flight stabilization system for design tools are used to determine the PID coefficients. Unmanned Aerial Vehicles (UAV). Controllers are first designed and tested separately for lateral and longitudinal II. DESIGN STAGES axes using numerical simulations, and later these controllers are merged on the HIL platform. It is observed that the A. Controller Design resulting controller successfully stabilizes the aircraft to A general treatment of the stability and control of achieve straight and level flight. airplanes requires a study of the dynamics of flight [4]. Much useful information can be obtained, however, from Index Terms—UAV, autopilot, PID controller, Hardware-In- a more limited view, in which we consider not the motion the-Loop, flight control, SISO, MIMO of the airplane, but only its equilibrium states. This is the approach in what is commonly known as static stability and control analysis [4]. I. INTRODUCTION Elevators and ailerons are flight control surfaces. Elevators are surfaces on the tailplane (the horizontal part Aeronautics has recently gained great importance in of the tail assembly).
    [Show full text]
  • Aerosport Modeling Rudder Trim
    AEROSPORT MODELING RUDDER TRIM Segment: MOBILITY PARTS PROVIDERS | Engineering companies Application vertical: MOBILITY AND TRANSPORTATION | AircraFt Application type: FINAL PART: Short runs THE CUSTOMER FINAL PART: SHORT RUNS AEROSPORT MODELING RUDDER TRIM COMPANY DESCRIPTION APPLICATION TRADITIONAL MANUFACTURING Some planes are equipped with small tabs on the control surfaces (e.g., rudder trim Assembly of 26 different machined and standard parts Aerosport Modeling & Design was established in tabs, aileron tabs, elevator tabs) so the pilot can make minute adjustments to pitch, September 1996, and since then, they have worked to yaw, and roll to keep the airplane flying a true, clean line through the air. This produce the highest-possible quality prototypes, improves speed by reducing drag from the larger, constant movements of the full appearance models, working models, and machined rudder, aileron, and elevator. parts, and to meet or exceed client expectations. The company strives to be seen as a partner to their Many airplanes also have rudder and/or aileron trim systems. On some, the rudder clients and an extension of their design and trim tab is rigid but adjustable on the ground by bending: It is angled slightly to the development team, not just a supplier of prototyping left (when viewed from behind) to lessen the need for the pilot to push the rudder services. pedal constantly in order to overcome the left-turning tendencies of many prop- driven aircraft. Some aircraft have hinged rudder trim tabs that the pilot can adjust Aerosport Products spun off from sister company in flight. Aerosport Modeling & Design in 2009 to develop products for experimental aircraft, the first of which When a servo tab is employed, it is moved into the slipstream opposite of the was the RV-10 Carbon Fiber Instrument Panel.
    [Show full text]
  • TYPE INSPECTION REPORT Part 1 – Airplane Ground Inspection
    TYPE INSPECTION REPORT Part 1 – Airplane Ground Inspection INSTRUCTIONS0B This form is to be used to record the results of When a question is not applicable to the product conformity inspections and investigations of being inspected, enter “NA” across the “YES” and prototype or modified airplane presented for type “NO” columns denoting not applicable. Pages certification. Many inspections and tests will be containing only inapplicable questions may be witnessed or participated in which are not covered omitted. Indicate by page numbers in the space by questions listed herein. All such inspections provided on page 1, the pages submitted (or and tests and changes to the product and/or type pages omitted if more convenient) in this report. design data resulting therefrom must be recorded and made a part of this report. When more than one inspector participates in completing a report, each will enter his signature This form includes references to applicable FAR. and title on page 1. He will also insert his initials Some sections are interrelated, and future FAR adjacent to the answers and determinations he revision may modify the requirement of an item. It provides within the report. is essential that the specific FAR’s applicable to the airplane involved be reviewed to insure a complete The applicant’s weight and balance report may and effective inspection. When this form is used in be used in lieu of the weight and dimensional conjunction with a program which involves an page of this form provided it contains all the airplane being certificated under a CAR, cross out information requested.
    [Show full text]
  • Ultrasonic Ice Protection Systems
    Ultrasonic Ice Protection Systems: Analytical and Numerical Models for Architecture Tradeoff Marc Budinger, Valérie Pommier-Budinger, Gael Napias, Arthur Costa da Silva To cite this version: Marc Budinger, Valérie Pommier-Budinger, Gael Napias, Arthur Costa da Silva. Ultrasonic Ice Pro- tection Systems: Analytical and Numerical Models for Architecture Tradeoff. Journal of Aircraft, American Institute of Aeronautics and Astronautics, 2016, 53 (3), pp.680 - 690. 10.2514/1.C033625. hal-01861799 HAL Id: hal-01861799 https://hal.archives-ouvertes.fr/hal-01861799 Submitted on 25 Aug 2018 HAL is a multi-disciplinary open access L’archive ouverte pluridisciplinaire HAL, est archive for the deposit and dissemination of sci- destinée au dépôt et à la diffusion de documents entific research documents, whether they are pub- scientifiques de niveau recherche, publiés ou non, lished or not. The documents may come from émanant des établissements d’enseignement et de teaching and research institutions in France or recherche français ou étrangers, des laboratoires abroad, or from public or private research centers. publics ou privés. Ultrasonic ice protection systems: analytical and numerical models for architecture trade-off Marc Budinger(1), Valérie Pommier-Budinger(2), Gael Napias(2), Arthur Costa Da Silva(2) (1) INSA Toulouse, Institut Clément Ader, Toulouse, 31077, France (2) ISAE SUPAERO, Institut Supérieur de l'Aéronautique et de l'Espace, 31055, France ABSTRACT Protection systems against ice conventionally use thermal, pneumatic or electro-thermal solutions. However, they are characterized by high energy consumption. This article focuses on low-consumption electromechanical deicing solutions based on piezoelectric transducers. After a review of the state of the art to identify the main features of electromechanical de-icing devices, piezoelectric transducer-based architectures are studied.
    [Show full text]
  • AP3456 the Central Flying School (CFS) Manual of Flying: Volume 4 Aircraft Systems
    AP3456 – 4-1- Hydraulic Systems CHAPTER 1 - HYDRAULIC SYSTEMS Introduction 1. Hydraulic power has unique characteristics which influence its selection to power aircraft systems instead of electrics and pneumatics, the other available secondary power systems. The advantages of hydraulic power are that: a. It is capable of transmitting very high forces. b. It has rapid and precise response to input signals. c. It has good power to weight ratio. d. It is simple and reliable. e. It is not affected by electro-magnetic interference. Although it is less versatile than present generation electric/electronic systems, hydraulic power is the normal secondary power source used in aircraft for operation of those aircraft systems which require large power inputs and precise and rapid movement. These include flying controls, flaps, retractable undercarriages and wheel brakes. Principles 2. Basic Power Transmission. A simple practical application of hydraulic power is shown in Fig 1 which depicts a closed system typical of that used to operate light aircraft wheel brakes. When the force on the master cylinder piston is increased slightly by light operation of the brake pedals, the slave piston will extend until the brake shoe contacts the brake drum. This restriction will prevent further movement of the slave and the master cylinder. However, any increase in force on the master cylinder will increase pressure in the fluid, and it will therefore increase the braking force acting on the shoes. When braking is complete, removal of the load from the master cylinder will reduce hydraulic pressure, and the brake shoe will retract under spring tension.
    [Show full text]
  • A Historical Overview of Flight Flutter Testing
    tV - "J -_ r -.,..3 NASA Technical Memorandum 4720 /_ _<--> A Historical Overview of Flight Flutter Testing Michael W. Kehoe October 1995 (NASA-TN-4?20) A HISTORICAL N96-14084 OVEnVIEW OF FLIGHT FLUTTER TESTING (NASA. Oryden Flight Research Center) ZO Unclas H1/05 0075823 NASA Technical Memorandum 4720 A Historical Overview of Flight Flutter Testing Michael W. Kehoe Dryden Flight Research Center Edwards, California National Aeronautics and Space Administration Office of Management Scientific and Technical Information Program 1995 SUMMARY m i This paper reviews the test techniques developed over the last several decades for flight flutter testing of aircraft. Structural excitation systems, instrumentation systems, Maximum digital data preprocessing, and parameter identification response algorithms (for frequency and damping estimates from the amplltude response data) are described. Practical experiences and example test programs illustrate the combined, integrated effectiveness of the various approaches used. Finally, com- i ments regarding the direction of future developments and Ii needs are presented. 0 Vflutte r Airspeed _c_7_ INTRODUCTION Figure 1. Von Schlippe's flight flutter test method. Aeroelastic flutter involves the unfavorable interaction of aerodynamic, elastic, and inertia forces on structures to and response data analysis. Flutter testing, however, is still produce an unstable oscillation that often results in struc- a hazardous test for several reasons. First, one still must fly tural failure. High-speed aircraft are most susceptible to close to actual flutter speeds before imminent instabilities flutter although flutter has occurred at speeds of 55 mph on can be detected. Second, subcritical damping trends can- home-built aircraft. In fact, no speed regime is truly not be accurately extrapolated to predict stability at higher immune from flutter.
    [Show full text]
  • Airframe & Aircraft Components By
    Airframe & Aircraft Components (According to the Syllabus Prescribed by Director General of Civil Aviation, Govt. of India) FIRST EDITION AIRFRAME & AIRCRAFT COMPONENTS Prepared by L.N.V.M. Society Group of Institutes * School of Aeronautics ( Approved by Director General of Civil Aviation, Govt. of India) * School of Engineering & Technology ( Approved by Director General of Civil Aviation, Govt. of India) Compiled by Sheo Singh Published By L.N.V.M. Society Group of Institutes H-974, Palam Extn., Part-1, Sec-7, Dwarka, New Delhi-77 Published By L.N.V.M. Society Group of Institutes, Palam Extn., Part-1, Sec.-7, Dwarka, New Delhi - 77 First Edition 2007 All rights reserved; no part of this publication 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 the publishers. Type Setting Sushma Cover Designed by Abdul Aziz Printed at Graphic Syndicate, Naraina, New Delhi. Dedicated To Shri Laxmi Narain Verma [ Who Lived An Honest Life ] Preface This book is intended as an introductory text on “Airframe and Aircraft Components” which is an essential part of General Engineering and Maintenance Practices of DGCA license examination, BAMEL, Paper-II. It is intended that this book will provide basic information on principle, fundamentals and technical procedures in the subject matter areas relating to the “Airframe and Aircraft Components”. The written text is supplemented with large number of suitable diagrams for reinforcing the key aspects. I acknowledge with thanks the contribution of the faculty and staff of L.N.V.M.
    [Show full text]
  • G5 Electronic Flight Instrument Pilot's Guide for Certified Aircraft Blank Page SYSTEM OVERVIEW
    G5 Electronic Flight Instrument Pilot's Guide for Certified Aircraft Blank Page SYSTEM OVERVIEW FLIGHT INSTRUMENTS AFCS ADDITIONAL FEATURES INDEX Blank Page © 2017 Garmin Ltd. or its subsidiaries. All rights reserved. This manual reflects the operation of System Software version 5.00 or later. Some differences in operation may be observed when comparing the information in this manual to earlier or later software versions. Garmin International, Inc., 1200 East 151st Street, Olathe, Kansas 66062, U.S.A. Garmin AT, Inc.,2345 Turner Road SE, Salem, OR 97302, U.S.A. Garmin (Europe) Ltd., Liberty House, Hounsdown Business Park, Southampton, Hampshire SO40 9LR U.K. Garmin Corporation, No. 68, Zhangshu 2nd Road, Xizhi District, New Taipei City, Taiwan Web Site Address: www.garmin.com Except as expressly provided herein, no part of this manual may be reproduced, copied, transmitted, disseminated, downloaded or stored in any storage medium, for any purpose without the express written permission of Garmin. Garmin hereby grants permission to download a single copy of this manual and of any revision to this manual onto a hard drive or other electronic storage medium to be viewed for personal use, provided that such electronic or printed copy of this manual or revision must contain the complete text of this copyright notice and provided further that any unauthorized commercial distribution of this manual or any revision hereto is strictly prohibited. Garmin® is a registered trademark of Garmin Ltd. or its subsidiaries. This trademark may not be used without the express permission of Garmin. December, 2017 190-01112-12 Rev. A Printed in the U.S.A.
    [Show full text]
  • Computational Evaluation of Control Surfaces Aerodynamics for a Mid-Range Commercial Aircraft
    aerospace Article Computational Evaluation of Control Surfaces Aerodynamics for a Mid-Range Commercial Aircraft Nunzio Natale 1 , Teresa Salomone 1 , Giuliano De Stefano 1,* and Antonio Piccolo 2 1 Engineering Department, University of Campania Luigi Vanvitelli, Via Roma 29, 81031 Aversa, Italy; [email protected] (N.N.); [email protected] (T.S.) 2 Leonardo Aircraft Company, 80038 Pomigliano d’Arco, Italy; [email protected] * Correspondence: [email protected]; Tel.: +39-081-5010-265 Received: 4 August 2020; Accepted: 23 September 2020; Published: 25 September 2020 Abstract: Computational fluid dynamics is employed to predict the aerodynamic properties of the prototypical trailing-edge control surfaces for a small, regional transport, commercial aircraft. The virtual experiments are performed at operational flight conditions, by resolving the mean turbulent flow field around a realistic model of the whole aircraft. The Reynolds-averaged Navier–Stokes approach is used, where the governing equations are solved with a finite volume-based numerical method. The effectiveness of the flight control system, during a hypothetical conceptual pre-design phase, is studied by conducting simulations at different angles of deflection, and examining the variation of the aerodynamic loading coefficients. The proposed computational modeling approach is verified to have good practical potential, also compared with reference industrial data provided by the Leonardo Aircraft Company. Keywords: computational fluid dynamics; flight control surfaces; industrial aerodynamics 1. Introduction Present trends in commercial aircraft design methodologies, which are mainly oriented toward cost reduction for product development, demand the accurate prediction of the control surfaces aerodynamics, to examine the aircraft flight control system early in the design process.
    [Show full text]
  • David W. Levy the University of Michigan Department of Aerospace Engineering Ann Arbor, MI
    David W. Levy The University of Michigan Department of Aerospace Engineering Ann Arbor, MI to copy or republish, c and Astrona~lcs esi sin leron Controls David W. Levy * The University of Michigan Department of Aerospace Engineering Abstract Gyro axis angular rate Laplace transform variable The use of a control tab in a simple autopilot is dis- Aileron surface area cussed. The system is different from conventional in- Rate gyro tilt angle stallations in that the autopilot does not move the Aileron deflection main control surface directly with a servo actuator. Tab deflection A servo tab is used to provide the necessary hinge Feedback error signal moment. A much smaller control actuator may then Laplace transform operator be used. A further benefit of this approach is that Control system natural frequency the system may be operated full-time with only mi- nor control force feedback to the pilot. For the case of Acronyms: the wing leveler system, the result is a full time sta- bility augmentation system in the lateral axis. With IFR Instrument Flight Rules improved stability, a large number of accidents due IMC Instrument Meteorological Conditions to loss of control could be prevented. Pilot workload SSSA Separate Surface Stability Augmentation is also reduced. The failure modes of such a system VFR Visual Flight Rules are benign, eliminating the need for redundancy and VMC Visual Meteorological Conditions the associated costs. The system is shown to be sta- ble and effective using either angular rate or attitude feedback. For the case of the light, four seat airplane Introduction studied, the basic wing leveler would weigh less than nine pounds and would cost no more than a compara- The vast majority of airplanes in service today have ble conventional autopilot.
    [Show full text]