Flight Path Stabilization

There are two modes of operation generally used during cruise operation.

These are Mach Hold and Altitude Hold

One or the other is selected depending on the mission requirement.

In Mach hold mode the aircraft is made to fly at a constant Mach number, by
automatically controlling the flight path angle through the elevators.

For this mode of operation the aircraft is first trimmed to fly straight and level and the
power is adjusted to yield the desired Mach number.

As the aircraft cruises, fuel is used, the weight of the aircraft decreases, and the speed
tends to increase.

The increase in speed is sensed by the control system and corrected for an up elevator
signal causing the aircraft to climb.

The net result of operation in Mach hold is that the aircraft is made to climb slowly as
fuel is consumed in order to maintain a constant Mach number.

Since the fuel consumption of a jet aircraft decreases as altitude increases, this mode
of operation is desirable for long range operation.

However there are many times when it is necessary to fly at a constant altitude.

Under these conditions, the altitude hold mode is selected and the aircraft's flight path
angle and thus its altitude, is controlled by elevators and the air speed or Mach
number is controlled, either manually or automatically, by use of throttle.

Mach Hold

For the analysis of the Mach hold it is assumed that the altitude variations are small
so that the variations in Mach number can be represented by variations in velocity.
The black diagram of the mode of the flight control system is shown.

As the change in the velocity is needed for the outer loop, the complete 3 DOF
longitudinal equations must be used for the root locus analysis of both the inner and
outer loops.

For this aircraft the transfer function for the jet transport cruising at 600 ft/sec at
40000 ft is given as

1.31 s ( s + 0.016) ( s + 0.3)

= 2
e ( s + 0.00466 s + 0.00538 ) ( s 2 + 0.806 s +1.311)

Because the short period portion of the equation is almost identical to the short period
approximate transfer function, the root locus drawn the displacement autopilot is still
valid as shown below.

If the remaining poles and zeros of the equation were plotted they would all appear as
if located at the origin and therefore would not change root locus.

The rate gyro gain Krg = 1.98 will be 2.1 to compensate for the dc gain of the
aircraft.

Sketch of expanded portion of the root locus for the inner loop

The closed loop transfer function for the inner loop can be obtained as and is given
by

ea

1.31 s ( s + 0.016) ( s + 0.3)

deg/ sec
( S + 7.88) ( s 2 +10 s + 29 ) ( s 2 + 0.01 s + 0.003 ) volt

The transfer function of

u
.

can be determined from

and
. The transfer
e

function is

u
.

0.31 ( s 68.8) ( s + 0.6)

ft / sec
57.3 s ( S + 0.016) ( s + 0.3 ) deg/ sec

The simplified block diagram for the outer loop root locus can be drawn is
shown below.

Block diagram for the root locus analysis of the outer loop

Due to the zero in the right half plane, the zero angle root locus must be plotted as
shown.

Root locus for the inner loop of the Mach hold mode (zero angle root locus)

Simulation:

Construct state space model and sketch the time response.

Altitude Hold:

The block diagram for the altitude hold mode is shown.

Altitude hold mode of flight control system

As in the case of the acceleration control system, the short period approximation can
be used for the analysis of the altitude hold mode.

The jet transport is used for analysis. The closed loop transfer function of the inner
loop for Srg = 1.98 is given by

ea

13.9 ( s + 0.306)
( S + 0.8) ( s 2 + 10 s + 29 )

The block diagram for the outer loop analysis can now be drawn as shown.

Block diagram for the outer loop of the altitude hold mode

The transfer function of

h
.

is given by

h( s )
.

1 a z ( s ) 0.135 ( s 4.89) ( s + 4.89)

=
s 3 ( s)
S 2 ( s + 0.306 )

The zero angle root locus for the altitude hold mode is shown.

Root locus for the outer loop of the altitude mode (zero angle root locus)

The 3 DOF equations must be used the simulation combined with the velocity control
system.