Professional Documents
Culture Documents
Aircraft Control Devices and Systems
Aircraft Control Devices and Systems
and Systems!
Control surfaces"
Control mechanisms"
Powered control"
Flight control systems"
Fly-by-wire control"
Nonlinear dynamics and aero/
mechanical instability"
Reading:!
Flight Dynamics!
214-234!
Airplane Stability and Control!
Sections 5.1 to 5.19!
Copyright 2014 by Robert Stengel. All rights reserved. For educational use only.!
http://www.princeton.edu/~stengel/MAE331.html!
http://www.princeton.edu/~stengel/FlightDynamics.html!
1!
3!
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!
5!
Elevator"
! Pitch control"
6!
Canard"
Dassault Rafale!
! Pitch control"
SAAB Gripen!
7!
! Downspring"
! Bobweight"
Beechcraft B-18!
Ailerons"
! Roll control"
! When one aileron goes up, the other goes down"
! Average hinge moment affects stick force"
9!
10!
Compensating Ailerons"
! Frise aileron"
11!
Spoilers"
12!
13!
Elevons"
! Combined pitch and roll control
using symmetric and
asymmetric surface deection"
! Principally used on"
! Delta-wing congurations"
! Swing-wing aircraft"
Grumman F-14!
14!
Rudder"
Turn coordination"
Countering adverse yaw"
Crosswind correction"
Countering yaw due to engine loss"
15!
Rudder"
Fouga Magister"
17!
Northrop N-9M!
!
!
!
18!
Shorts SB.4!
!
!
!
!
Boeing !
Bomarc!
Lockheed L-1011!
Grumman F-14!
19!
20!
F-15 Power-Boosted
Mechanical Linkages"
21!
22!
23!
Control Surface
Aerodynamics!
24!
Aerodynamic and
Mechanical Moments
on Control Surfaces"
! Increasing size and speed of aircraft
leads to increased hinge moments
and cockpit control forces"
! This leads to need for mechanical or
aerodynamic reduction of hinge
moments"
! Elevator hinge moment"
H elevator = C H elevator
1 2
!V Sc
2
25!
26!
Horizontal tail at
positive angle of attack"
27!
!
!
28!
Horn Balance"
Elevator Horn Balance!
Stick-free case"
C H!
C H ! C H" " + C H# E # E
!
Normally "
C H! E
Horn Balance"
! Inertial and aerodynamic
effects"
! Control surface in front of
hinge line"
! Increasing elevator C H
"
improves pitch stability, to a
point "
Fokker dr.1!
30!
Overhang or
Leading-Edge
Balance"
! Area in front of the
hinge line"
! Effect is similar to
that of horn balance"
! Varying gap and
protrusion into
airstream with
deection angle"
C H!
C H! E
Trailing-Edge
Bevel Balance"
! Bevel has strong
effect on
aerodynamic hinge
moments"
! See discussion in
Abzug and Larrabee!
C H!
C H! E
32!
Boeing B-52!
Internally Balanced
Control Surface"
!! B-52 application"
!! Control-surface n
with exible seal
moves within an
internal cavity in
the main surface"
!! Differential
pressures reduce
control hinge
moment"
Control Tabs"
! Balancing or geared tabs"
! Flying tabs"
! Linked tabs"
Control Mechanization!
Effects!
35!
Douglas DC-3!
Supermarine !
Spitre!
! friction"
! breakout forces"
! backlash"
37!
38!
39!
Rudder Lock"
! Rudder deected to stops at high
sideslip; aircraft trims at high "!
! 3 necessary ingredients"
! Problematical if rudder is
unpowered and requires high
foot-pedal force (
rudder oat
of
large WWII aircraft)"
! Solutions"
! Increase high-sideslip directional
stability by adding a dorsal n
(e.g., B-737-100 (before),
B-737-400 (after))"
! Hydraulically powered rudder"
Martin B-26!
Boeing 737-100!
Boeing 737-400!
40!
Yaw Damping!
41!
!
!
!
42!
B-52 Mechanical
Yaw Damper"
! Combined stable rudder tab, low-friction bearings, small
bobweight, and eddy-current damper for B-52"
! Advantages"
! Requires no power, sensors, actuators, or computers"
! May involve simple mechanical components"
! Problems"
!
!
!
!
44!
! Power boost"
Northrop XB-35!
! Pneumatic/hydraulic logic"
! Primitive electronic analog
computation"
! No digital computation"
! Unreliable and inaccurate
sensors and actuators
("servo-actuators")"
! Limited math models of
system components"
! Non-analytical approach to
design and implementation"
Northrop YB-49!
! Fly-by-wire/light system"
47!
Next Time:!
Linearized Equations and
Modes of Motion!
Reading:!
Flight Dynamics!
234-242, 255-266, 274-297,
321-325, 329-330!
48!
Supplementary!
Material!
49!
Control-Congured Vehicles"
!
!
Command/stability augmentation"
Lateral-directional response"
Longitudinal response"
!
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USAF AFTI/F-16!
50!
! Limited-authority elevator,
allowed by "
51!
52!
!
!
!
Instabilities Due To
Control Mechanization"
53!
Rudder Snaking"
!
Control-free dynamics"
Douglas DC-2!
Solutions"
! Trailing-edge bevel"
! Flat-sided surfaces"
! Fully powered controls"
54!
Lockheed P-38!
Unstable nonlinear
oscillation grows
until it reaches a
steady state"
This is called a
limit cycle"
55!
Solutions "
! Splitter-plate rudder
xes shock location
for small deections"
! Blunt trailing edge"
! Fully powered
controls with
actuators at the
surfaces"
56!
57!
A4D!
! Pilot-initiated reversion to
"conventional" manual controls"
! Flying qualities with manual control
often unacceptable"
A3D!
B-47!
58!
59!
http://www.sae.org/servlets/works/documentHome.do?comtID=TEAA6A3&docID=AS94900&inputPage=dOcDeTaIlS
60!
61!
62!
Direct-Lift Control-Approach
Power Compensation"
! F-8 Crusader "
Vought F-8!
! Variable-incidence wing,
better pilot visibility"
! Flight path control at low
approach speeds "
Vought A-7!
! Approach power
compensation for A-7 Corsair
II and direct lift control studied
using Princetons VariableResponse Research Aircraft"
Princeton VRA!
63!
Direct-Lift/Drag Control"
! Direct-lift control on S-3A
Viking"
Lockheed S-3A!
Boeing T-45!
64!
65!
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66!
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67!