and Systems
Control surfaces
Control mechanisms
Flight control systems
Copyright 2010 by Robert Stengel. All rights reserved. For educational use only.
http://www.princeton.edu/~stengel/MAE331.html
http://www.princeton.edu/~stengel/FlightDynamics.html
!!! = "
! E!! = "
Aerodynamic and
Mechanical Moments
on Control Surfaces
H surface = C H surface
1 2
!V Sc
2
Hinge-moment coefficient, CH
Linear model of dynamic effects
1 2
H elevator C H elevator 2 "V Sc
!!
!E =
=
I elevator
I elevator
1 2
"V Sc
!
$
&
= %C H!!E ! E + C H! E ! E + C H# # + C H command + ...' 2
I
elevator
H !! E =
Coupling of System
Model and Control
Mechanism Dynamics
"E
!!x" E = F" E !x" E + G" E !u" E + FSP
!x SP
# !"! E & # 0
%
()%
%$ !"!!E (' %$ H " E
# 0
1 & # !" E & # 0 &
!" Ecommand + %
(% ! ( + %
(
H "! E ( % !" E ( % *H " E (
%$ H q
' $
'
'$
0 & # !q &
(
H + ( %% !+ ((
'
'$
$ Mq
$ !q! ' &
)*&
&
%& !#! )( & 1
%
'
$ M"E
) $ !q ' &
) & !# ) + & + L" E
)( &
VN
) &%
%
(
M#
+
L#
VN
FSP /! E
0 '$
) !" E '
)
&
0 ) &% !"! E )(
)(
" F
SP
= $ !E
$ FSP
#
SP
!E
F! E
"
$
% $
'=$
' $
& $
$
#
Mq
M(
M!E
L(
L! E
0
Hq
#1
VN
0
H! E
1
H !! E
L$
VN
#M " E
L" E
VN
#H q
#H $
#H " E
Stick-free case
C H ! C H" " + C H# E # E
=0
#1
(s # H )
"! E
Normally
2
nSP
)( s
+ 2#" E$ n" E s + $
2
n" E
M!E ,
L! E
VN , H q , and H "
%
'
'
'
'
'
'
&
G SP /! E
" 0
$
0
=$
$ 0
$ H
# !E
%
'
'
'
'
&
Horn Balance
Characteristic equation
(s # M )
VN
0
H(
!q '
)
)
)
)
)(
!"
!# E
!#! E
$
&
!x SP ' = &
&
&
&%
Overhang or
Leading-Edge
Balance
Effect is similar to
that of horn balance
Varying gap and
protrusion into
airstream with
deflection angle
C L! E
C L"
vs.
cf
xf + cf
(x
+ cf )
Lockheed L-1011
Grumman F-14
Boeing
Bomarc
Elevator
Ailerons
Effectiveness of high
mounting is unaffected by
wing downwash at low to
moderate angle of attack
Spoilers
Compensating Ailerons
Differential spoilers
Frise aileron
Speed control
Roll control
Avoid twist produced by outboard
ailerons on long, slender wings
free trailing edge for larger high-lift
flaps
Elevons
Canards
Pitch control
Ahead of wing downwash
High angle of attack effectiveness
Desirable flying qualities effect
(TBD)
Dassault Rafale
Delta-wing configurations
Swing-wing aircraft
SAAB Gripen
Grumman F-14
Rudder
Martin B-57
Turn coordination
Countering adverse yaw
Crosswind correction
Countering yaw due to engine loss
Bell X-2
Control Tabs
Flying tabs
Pilot's controls affect only the tab,
whose hinge moment moves the
control surface [BAC 1-11 deep stall
flight test accident]
Control Mechanization
Effects
Linked tabs
divide pilot's input between tab and
main surface
Spring tabs
put a spring in the link to the main
surface
BAC 1-11
Douglas DC-3
Supermarine
Spitfire
Instabilities Due To
Control Mechanization
Rudder Snaking
Control-free dynamics
Trailing-edge bevel
Flat-sided surfaces
Fully powered controls
Douglas DC-2
Control Surface
Buzz
At transonic speed,
normal shocks may
occur on control surface
Rudder Lock
Solutions
Splitter-plate rudder
fixes shock location for
small deflections
Blunt trailing edge
Fully powered controls
with actuators at the
surfaces
Problematical if rudder is
unpowered and requires high
foot-pedal force (rudder float
of large WWII aircraft)
Solutions
Increase high-sideslip directional
stability by adding a dorsal fin
(e.g., B-737-100 (before), B-737400 (after))
Hydraulically powered rudder
Martin B-26
Boeing 737-100
Boeing 737-400
Control Systems
Bobweight
Weight on control column that
affects feel or basic stability
Mechanical stability
augmentation
Beechcraft B-18
Power boost
Pilot's input augmented by hydraulic servo that
lowers manual force
kn(s)
kn(s)
!yc (s) " K
!y(s)
d(s)
d(s)
=K
kn(s)
kn(s)
!u(s) =
K !" (s)
d(s)
d(s)
!y(s) + K
kn(s)
kn(s)
kn(s)
!yc (s) " !y(s)] = K
!yc (s) " K
!y(s)
[
d(s)
d(s)
d(s)
Aircraft Transfer Function (open-loop): H (s) =
kn(s)
K
!y(s)
d(s)
=
kn(s) %
!yc (s) "
$1 + K d(s) '
#
&
kn(s)
d(s)
kn(s)
kn(s)
!y(s) = K
!yc (s)
d(s)
d(s)
kn(s)
!y(s)
Kkn(s)
Kkn(s)
d(s)
=
=
=
kn(s) % [ d(s) + Kkn(s)] ! closed ( s )
!yc (s) "
loop
$1 + K d(s) '
#
&
K
or
kn(s)
= !1
d(s)
k q s # zq
kn(s)
!q(s)
=K
=K 2
= #1
s + 2$ SP% nSP s + % n2SP
d(s)
!" E(s)
Number of roots = 2
Number of zeros = 1
Destinations of roots (for k = "):
1 root goes to the zero of n(s)
1 root goes to infinite radius from the origin
k q s # zq
kn(s)
!q(s)
=K
=K 2
= #1
s + 2$ SP% nSP s + % n2SP
d(s)
!" E(s)
Flight Path Angle
Pitch Rate
Angle of Attack
Direct-Lift Control-Approach
Power Compensation
Vought F-8
F-8 Crusader
Variable-incidence wing to
provide better pilot visibility
Flight path control at low
approach speeds requires throttle
use, could not be made with pitch
control alone
Engine response time is slow
Flight test of direct lift control
(DLC), using the ailerons as flaps
Vought A-7
Princeton VRA
Direct-Lift/Drag Control
Lockheed S-3A
Next Time:
Flight Testing
Boeing T-45
Trailing-Edge
Bevel Balance
Supplementary
Material
See discussion in
Abzug and Larrabee
Carryover effect
Aft flap
Mass and inertia lower, reducing likelihood of
mechanical instability
Aerodynamic hinge moment is lower
Can be mounted on structurally rigid main
surface
A4D
Artificial-feel system
Restores control forces to those of an
"honest" airplane
"q-feel" modifies force gradient
Variation with trim stabilizer angle
Bobweight responds to gravity and to
normal acceleration
Pilot-initiated reversion to
"conventional" manual controls
Flying qualities with manual control
often unacceptable
A3D
B-47
Fly-by-wire/light system
Minimal mechanical runs
Command input and feedback signals
drive servo actuators
Fully powered systems
Move from hydraulic to electric power
Control-Configured Vehicles
Command/stability augmentation
Lateral-directional response
Longitudinal response
USAF AFTI/F-16
Pitch Angle
Pitch Rate
Angle of Attack