Lateral and Longitudinal Control of a Boeing 747 - Report Example

LАTЕRАL АND LОNGITUDINАL СОNTRОL ОF А BОЕING 747 Student’s Name Institution Affiliation Introduction When it comes to flights, the ability of the pilot to adjust and control the aircraft surfaces is very important in any aircraft. When it came to the development of an aircraft, a flight control surface that was effective was a very important progress in the whole process. There were futile attempts that were made in ensuring that the way the designs of the fixed wing of the air craft had the ability to generate sufficient lift that could get the aircraft get off the ground. However, some at a point the efforts proved not to succeed as the aircraft was uncontrollable. There the hatch to develop flight controls that were effective was allowed to take place. In the report, the major aim is to successfully describe on how the control surfaces are able to be used successfully in ensuring that they replace the fixed wing on their conventional design. Though there may be a difference in the way the fixed wing was being configured, the basing principles are still intact. They can still be used in helicopters where they can successfully enable the helicopter get off the ground without problems. The concept of a feedback control of dynamic systems has been existence for long with evolvement being at the central over the period. The main concept has been to ensure that the system must be able to provide some feedback and measure the level at which it can bring out effective control. Throughout this period, there has been a significant feedback that there can be a successful use of control in a vast array of dynamic systems. The dynamic system include, hard-disk data storage devices and airplanes. All these measures are used to ensure that the aircraft functions properly at different altitudes making the control measures a necessity. The specific report will focus on how Boeing 747 has been built to ensure that its large body cany get off the ground without causing any problem to the pilots that are handling it. Boeing 747 is one of those jets with large wide-body used for transport. There are a schematic coordinates that are relevant that enable the plain to move as required. The equations have been linearized on how its rigid body in motion3 of the Boeing 747 are of eighth order but are separated into two fourth-order sets representing the perturbations in longitudinal (U, W, θ, and q) and lateral (ø, β, r, and p) motion. The longitudinal motion consists of axial (X), vertical (Z), and pitching (θ, q) motion, while the lateral motion consists of rolling (ø, p) and yawing (r, β) movement. The side-slip angle β is a measure of the direction of forward velocity relative to the direction of the nose of the airplane. The elevator control surfaces and the throttle affect the longitudinal motion, whereas the aileron and rudder primarily affect lateral motion. Although there is a small amount of coupling of lateral motion into longitudinal motion, this is usually ignored, so the equations of motion are treated as two decoupled fourth-order sets for designing the control, or stability augmentation, for the aircraft. To ensure the stability of a plain is achieved, it is best to understand the difference between dynamic stability and static stability. When talking of stability, it is trying to understand on how the aircraft responds towards perturbations in efforts to restore equilibrium Equations According to Bryon 1994, the equations of the nonlinear rigid body of the aircraft motion in the body-axis coordinates can be derived under proper assumptions. In carrying out linearization, the equations the following must be in place; it should be in the steady-state straight, level, and constant speed flight condition. The equation that represent this condition is expressed as U=V=W=p=q=r=0. When making a turning axis, there should no turning at that point so that the condition po = qo = ro = 0 is attained. Also, the wings should be in a level to attain ø = 0. Though the above condition could have been made, the will be a situation where an angle of attack will occur so that the wings will be counteract the weight of the aircraft to attain a state of θo and Wo ≠ 0. Attaining this will ensure that velocity is at a steady state and the equilibrium state will be attained at the body axis. With the assumptions of Bryson, 1994, of the wingspan, many of the nonlinear terms in can be neglected and be substituted in the equations nonlinear motion that result into a set of perturbational equations that are linear that will describe the small deviations from level flight, straight and a constant speed. The emotion equations are then to be divide into two sets of uncoupled motions that is longitudinal and lateral equations. To be able to understand how the changes on altitude occur, we will have to have some additional equations along with the longitudinal equations that at the will give us linearized altitude equation which is to be augmented with other linearization equations. To understand further how the system works, it is best to look into the design of a stability augmentation system for the lateral dynamics, that is referred to as a yaw damper, and the longitudinal behavior that is affected by autopilot. The whole system is divided into the following steps. STEP 1. Understand the process and its performance specifications. There is a neutral tendency in the Swept-wing aircraft that will be used in lateral modes of motions in the lightly damped way. Usually, it is a difficult task to control every swept wing in the aircraft however there is feedback system that assist the pilot in a typical commercial aircraft that has different speeds and altitudes. The major goal of the control system is to ensure that natural dynamics that enable the pilot fly are in place within the aircraft. According to statistics, most pilots like frequencies that are natural ωn Read More

 

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