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Damt 101 Aerodynamic and Flight Control
Damt 101 Aerodynamic and Flight Control
Control
Prepare by Tiew Foo Chuan
Atmosphere
Air Pressure
Pressure and Temperature decrease
with altitude
Altitude Pressure Temperature
(Feet) (mm/ Hg) (degree
Celsius)
0 760 15.0
18,000 380 -5.3
34,000 190 -62.3
48,000 95 -67.3
63,000 47 -67.04
Density Variation with Altitude
The distance between individual air particles increases with altitude resulting
in fewer particles per unit volume.
Therefore, air density decreases with an increase in altitude.
How the change of density affect the aircraft.
The higher the aircraft altitude the thinner the air. LOWER AIR
DENSITY.
As the air becomes thinner/less dense, it creates less resistance to
objects flying through it. REDUCE DRAG.
Therefore, LESS THRUST is needed to move the aircraft forward at a
given speed.
As a result, airplanes can fly more efficiently at higher altitudes with
LESS FUEL.
However if airplane is too high (>60,000ft), AIR DENSITY TOO LOW or
ZERO AIR DENSITY it will cause LIFT force highly reduce or no Lift
force. This condition is dangerous where it can cause airplane lose it
control (STALL) .
Pressure is the weight of the air pressing down on the earth surface.
The unit for pressure is pound per square inch ( psi ) and inches of mercury.
Pressure act in all direction
At high altitude , there is less air.
Chord line- imaginary straight line drawn from leading edge to trailing edge.
The pilot sets a control mode to maintain the wings in a level position.
However, even in the smoothest air, a wing will eventually dip.
Gyroscopes (or other position sensors) on the wing detect this deflection and
send a signal to the autopilot computer.
The autopilot computer processes the input data and determines that the
wings are no longer level.
The autopilot computer sends a signal to the servos that control the aircraft's
ailerons. The signal is a very specific command telling the servo to make a
precise adjustment.
Each servo has a small electric motor fitted with a slip clutch that, through a
bridle cable, grips the aileron cable. When the cable moves, the control
surfaces move accordingly.
As the ailerons are adjusted based on the input data, the wings move back
toward level.
The autopilot computer removes the command when the position sensor on
the wing detects that the wings are once again level.
The servos cease to apply pressure on the aileron cables.
This loop, shown above in the block diagram, works continuously, many times
a second, much more quickly and smoothly than a human pilot could.
Two- and three-axis autopilots obey the same principles, employing multiple
processors that control multiple surfaces.
Some airplanes even have autothrust computers to control engine thrust.
Autopilot and autothrust systems can work together to perform very complex
maneuvers.
Autopilots can and do fail. A common problem is some kind of servo failure,
either because of a bad motor or a bad connection.
A position sensor can also fail, resulting in a loss of input data to the autopilot
computer.
Fortunately, autopilots for manned aircraft are designed as a failsafe -- that is,
no failure in the automatic pilot can prevent effective employment of manual
override.
To override the autopilot, a crew member simply has to disengage the system,
either by flipping a power switch or, if that doesn't work, by pulling the
autopilot circuitbreaker.
Pilots must know how to use every feature of an AFCS, but they must also
know how to turn it off and fly without it.
They also have to adhere to a rigorous maintenance schedule to make sure all
sensors and servos are in good working order.
The Boeing 737 is fitted with six hydraulically powered spoilers on both
wings.
These are divided into two ground spoilers and four flight spoilers.
The ground spoilers only operate while the aircraft is on the ground while
the flight spoilers operate during different phases of flight and can have
multiple functions.
The flight spoilers consist of four panels located on the aft upper wing.
There are two ways in which the flight spoilers are used and controlled
during flight operations, namely:
- manual mode control
- automatic mode control
In manual mode the spoilers are operated by pilot inputs and help
decelerate the aircraft or increase the rate of descent.
In automatic mode the spoilers respond to control wheel movement and
are used to roll the aircraft when the outer ailerons are locked-out.
When the flight spoiler panels are raised into the air stream they spoil or
reduce lift and apply drag on the wing.
The combination of these two effects (lift reduction and drag) is utilized
into providing lateral control of the airplane. Both the flight spoilers and
ground spoilers are powered by hydraulic system A and B.
Yaw Damper
The rudder is controlled by displacing the rudder pedal.
The yaw damper is to keep airplane stable around to vertical axis.
Yaw control is accomplished by hydraulically power rudder and a digital yaw
damper system.
A yaw damper is a device used on many aircraft (usually jets and turboprops)
to damp (reduce) the rolling and yawing oscillations known as the Dutch
roll mode.
The use of a yaw damper helps to provide a better ride for passengers, and on
some aircraft the yaw damper is a required piece of equipment to ensure that
the aircraft stability
A rudder travel limiter, or rudder limiter, is a controlling
device in an aircraft used to mechanically limit the
maximum rudder deflection.
The rudder travel limiter in the Airbus A300-600 is
controlled by the Feel and Limitation Computers (FLC)
maintaining sufficient yaw control within the entire flight
envelop and limiting excessive lateral loads on the rudder
and vertical stabilizer.
Faults with rudder travel limiters were involved in the
crashes of Indonesia AirAsia Flight 8501 and American
Airlines Flight 587.
A gust lock on an aircraft is a mechanism that
locks control surfaces and open aircraft doors in place
while the aircraft is parked on the ground and non-
operational.
Gust locks prevent wind from causing unexpected
movements of the control surfaces and their linked
controls inside the aircraft,
Some gust locks are external devices attached
directly to the aircraft's control surfaces, while others
are attached to the flight controls inside the cockpit.
Mechanical or manually operated flight control systems are the most basic
method of controlling an aircraft.
They were used in early aircraft and are currently used in small aircraft
where the aerodynamic forces are not excessive.
A manual flight control system uses a collection of mechanical parts such as
pushrods, tension cables, pulleys, counterweights, and sometimes chains to
transmit the forces applied to the cockpit controls directly to the control
surfaces.
Turnbuckles are often used to adjust control cable tension.
Hydro-mechanical
The complexity and weight of mechanical flight control systems increase
considerably with the size and performance of the aircraft.
With hydraulic flight control systems, the aircraft's size and performance are
limited by economics rather than a pilot's muscular strength.
At first, only-partially b A hydro-mechanical flight control system has two
parts:
The mechanical circuit, which links the cockpit controls with the hydraulic
circuits. Like the mechanical flight control system, it consists of rods, cables,
pulleys, and sometimes chains.
The hydraulic circuit, which has hydraulic pumps, reservoirs, filters, pipes,
valves and actuators. The actuators are powered by the hydraulic pressure
generated by the pumps in the hydraulic circuit. The actuators convert
hydraulic pressure into control surface movements. The electro-hydraulic
servo valves control the movement of the actuators.
Fly-by-wire control systems
A fly-by-wire (FBW) system replaces manual flight control of an aircraft with
an electronic interface.
The movements of flight controls are converted to electronic signals
transmitted by wires (hence the fly-by-wire term), and flight control
computers determine how to move the actuators at each control surface to
provide the expected response.
Commands from the computers are also input without the pilot's knowledge to
stabilize the aircraft and perform other tasks. Electronics for aircraft flight
control systems are part of the field known as avionics.
Electrical flight controls
Electrically actuated flight control control which uses electrical motor to
move control surface , still emerging technology.
Wraping use piezoelectric materials to wrap the wings of the aircraft.
Closed circuit hydraulic control hydraulic controls , each individual control
surfaces has its own full hydraulic system , eliminates a central system.
Intelligent flight control , uses neural network to determine changes in flight
dynamic and adjust control laws accordingly.
A stall is a condition in aerodynamics and aviation wherein the angle of attack
increases beyond a certain point such that the lift begins to decrease.
Stall Warning system.
When airplane approaches the stall , the air flow across the upper cambered
surface of the wing ceases to flow smoothly. It loses contact with the wing
surface and it becomes turbulent. ( Pre stall Buffet)
Stall warning I provided by an electronic or mechanical devices that sound an
audible warning as the stall speed approached. ( Audible Warning ).
A Stick Shaker is a mechanical devices that shakes the control column to warn
of the onset of stall.
Stall warning system often involve input from broad range of senses and
system include a dedicated angle of attached sensor.
Stall warning system are designed to the stall characteristics of clean ,
contamination free surface . An ice affected wing will almost certainly stall at
a lower angle of attached.
The acute angle the wing chord makes with the longitudinal axis of the
aircraft is called the angle of incidence or the angle of wing setting.
Nitrogen System
Nitrogen Generating System which decrease the flammability of the center
fuel tank to a level equivalent to or less than the main wing tank.
The Nitrogen Generating System is an overboard inert gas system that uses an
air separation module to separate oxygen and nitrogen from the air .
After the to components of the air separation , the nitrogen rich is supplies to
the center fuel tank and oxygen rich air is vented overboard.
Nitrogen is uses to apply a push force to the left pilot elevator control
quadrant . This system is capable od delivering approximately 8 to 10 pushes
to the control column.
Automatic Ignition
The airflow through the engine become reduced to a point where an unstable
air fuel ratio occurs so that burning in the power plant combustor is not self
sufficient for the resulting unstable air fuel mixture, actuation of the ignition
system will sustain combustion until the aircraft reduces the nose high or stall
attitude to a point where the airflow through the engine is sufficient for self
sustained combustion.
an aircraft system having automatic ignition actuation which is automatically
actuated through the aircraft stall warning system when the aircraft reaches
a stall attitude above a predetermined altitude
Balancing