Mohammad Zaeem ul Hassan S10003818

Flight Dynamics & Control Assignment 1. Aircraft Model selected Charlie at Flight condition 1

2. Mathematical Model of Aircraft in the state space

The mathematical model was determined through the Newtons law of motion. The equations of the motion for a body fixed coordinate system are below:

Hence for both longitudinal and lateral the relevant mathematical model equations are below:

Mohammad Zaeem ul Hassan S10003818

3. Transfer function of u, w, q,

u(s) b3 b2 b1 b0

0.292 -0.07484 0.650889 0.448278

E(s) a1 a2 a3 a4

0.5836 0.492479 -0.01438 0.011826

u ( s) 0.292s 3 0.07484s 2 0.650889s 0.448278 4 E ( s) s 0.5836s 3 0.492479s 2 0.01438s 0.011826

w(s) b3 b2 b1 b0

-1.96 -26.1253 -0.5373 -0.74233

E(s) a1 a2 a3 a4

0.5836 0.492479 -0.01438 0.011826

w( s) 1.96s 3 26.1253s 2 0.5373s 0.74233 E ( s) s 4 0.5836s 3 0.492479s 2 0.01438s 0.011826

Mohammad Zaeem ul Hassan S10003818

q(s) b_2 b_1 b_0

-0.37643 -0.05354 -0.00984

E(s) a1 a2 a3 a4

0.5836 0.492479 -0.01438 0.011826

q( s ) 0.37643s 3 0.05354s 2 0.00984s E ( s) s 4 0.5836s 3 0.492479s 2 0.01438s 0.011826

(s) b_2 b_1 b_0

-0.37643 -0.05354 -0.00984

E(s) a1 a2 a3 a4

0.5836 0.492479 -0.01438 0.011826

( s) 0.37643s 3 0.05354s 2 0.00984s 4 E ( s) s 0.5836s 3 0.492479s 2 0.01438s 0.011826

4. Transfer function of , p, r,

Mohammad Zaeem ul Hassan S10003818 a(s) or lat(s) d1 d2 d3 d4 (s) s^3 -0.026 s^2 0.047296 s 0.007436 1.286 0.545293 0.611355 0.034044

( s) 0.026s 3 0.047296s 2 0.007436s a( s) s 4 1.286s 3 0.545293s 2 0.611355s 0.034044

(s) s^4 0.23 s^3 0.07896 s^2 0.078886

( s) 0.23s 4 0.07896s 3 0.078886s 2 4 a( s) s 1.286s 3 0.545293s 2 0.611355s 0.034044

p(s) s^4 0.026 s^3 -0.01131 s^2 -0.00121 s 0.009456

p( s ) 0.026s 4 0.01131s 3 0.00121s 2 0.009456 4 a( s) s 1.286s 3 0.545293s 2 0.611355s 0.034044

r(s) s^3 0.23 s^2 0.07896 s 0.078886

r ( s) 0.23s 3 0.07896s 2 0.078886s 4 a( s) s 1.286s 3 0.545293s 2 0.611355s 0.034044

Mohammad Zaeem ul Hassan S10003818

5. Analysis of flying qualities longitudinal & lateral Longitudinal

Phugoid Mode Approx ^2ph 0.029417115 Short period response nzcglss sp sp nz N T2 CAP 0.675473167 0.416448815 -0.684018 0.825642768 1.038124363 6.57894737 0.439508 Conventional Aircrafts(stable) ME*Zw 0.057456
Lateral

ph 0.171514184

ph 0.0607923

sp 0.675473167

ph/sp 0.253917094

Aircraft stability(stable) nz 0.01176 1.038124 U0*Mw -0.402 < < Mq*Zw 0.054264

>> >>

ZE*Mw

Rolling Motion TR (seconds) 1.4 Dutch Roll D D 0.4351011

Bank angle 30

Bank time 2.5

D 0.351642381 0.5

D 0.08

D*D 0.1

6. Responses of u, w, q,

7. Reponses of , p, r,

Mohammad Zaeem ul Hassan S10003818

8. Stability Augmentation

9. Stability Augmentation system for longitudinal & lateral dynamics Longitudinal

q( s ) 0.37643s 3 0.05354s 2 0.00984s E ( s) s 4 0.5836s 3 0.492479s 2 0.01438s 0.011826

Lateral

Rolling Motion TR (seconds) 1.4 1/TR Kc(Assumed) p(s) pc(s)

Bank angle 30 0.714285714 1 0.23 s+0.714

Bank time 2.5

0.023

K act L' A p( s) pc ( s) ( s 1 ) K L' K K act A p c TR

p( s) 0.23 pc ( s) ( s 0.714) 0.023

Mohammad Zaeem ul Hassan S10003818

Hence following this is;

TR 1.356 K act L A K p K cTR 1

'

K act L' A 1 K act L A K p K c TR

'

0.312

p( s) K 0.312 pc ( s) 1 sT 1 1.356s
10. Design Pitch Attitude & Roll attitude control systems Pitch Attitude control system

( s) 0.37643s 3 0.05354s 2 0.00984s 4 E ( s) s 0.5836s 3 0.492479s 2 0.01438s 0.011826

Roll attitude control system

A ( s)

0.23 s 0.98

Mohammad Zaeem ul Hassan S10003818

11. Role of Yaw damper & design A yaw damper is a device used on many aircraft which include jets and turboprops. It is used to damp the rolling and yawing oscillations due to Dutch roll mode. It involves yaw rate sensors and a processor that provides a signal to an actuator connected to the rudder. The use of the yaw damper helps to provide a better ride for passengers and on some aircraft is a required piece of equipment to ensure that the aircraft stability remains within certification values.

R(s) d1 d2 d3 d4

1.286 0.545293 0.611355 0.034044

R (s) s 4 1.286s 3 0.545293s 2 0.611355s 0.034044

r(s) s^3 -0.15

s^2 -0.168

s -0.0081 -0.02772

r ( s) 0.15s 3 0.168s 2 0.0081s 0.02772 4 R ( s) s 1.286s 3 0.545293s 2 0.611355s 0.034044

Mohammad Zaeem ul Hassan S10003818

12. Another flight condition and comparison

13. Altitude hold system & Glide-slope coupling control system design in longitudinal channel

Mohammad Zaeem ul Hassan S10003818

14. Procedure by pilot for altitude hold & pitch attitude control system Pitch Attitude control System The pitch attitude control system helps the pilot from constantly controlling the pitch attitude. In this system the data from the gyroscope is the input as a feedback. Following this controls the aircraft through use of elevators. Hence this send signals to the SAS which uses this signal as a reference to controls the servo. Altitude Hold This system helps the pilots to prevent constantly controlling the altitude. The input comes from the altimeter which is then uses the elevator to control the altitude. The pilot uses the elevators which are on the tail section are used to control the pitch of the plane. Also use of control wheel to raise and lower the elevators, by moving it forward to back ward. Lowering the elevators makes the plane nose go down and allows the plane to go down. By raising the elevators the pilot can make the plane go up. Aircraft have two controls that are used together to control altitude which include the elevator to increase the nose up pitch of the aircraft and it starts to climb, and the throttle must then be increased so the aircraft will continue at the speed needed to climb. The elevator must be used to stabilize the aircraft. Also to descend or maintain altitude the same controls are used together.

15. Heading control system, VOR-coupling control system & localizer-coupling control system designs in lateral channel

Heading Control system

Mohammad Zaeem ul Hassan S10003818

VOR-coupling control system

Localizer-coupling control system