The document summarizes the basic control systems of an aircraft, including primary, secondary, and auxiliary flight controls. Primary controls include elevators, ailerons, and rudders which control pitch, roll, and yaw respectively. Secondary controls include trim tabs which help balance aircraft forces. Auxiliary controls include flaps, spoilers, and slats which provide additional lift, especially at lower speeds. The document describes the purpose and function of each control surface.
This document discusses aircraft flight control systems. It describes the primary, secondary, and auxiliary flight controls, including the elevator, aileron, and rudder control systems, as well as secondary controls like trim tabs and auxiliary controls like flaps. It also provides details on how the autopilot system works, noting that it uses sensors, a gyroscope, and actuators to automatically control the aircraft without pilot input. The autopilot takes over complete control of the aircraft from take-off to landing.
The document provides an overview of the basic components and structures of aircraft, including the fuselage, wings, empennage, power plant, and landing gear. It describes the typical materials used in aircraft construction and gives examples of different structural designs for the fuselage, wings, empennage, and landing gear. Key terms related to aircraft components and structures are also defined.
This document provides information about various aircraft instruments including:
- The airspeed indicator which uses ram air from the pitot tube and static air, and displays airspeeds like Vso and Vfe. Blockages of the pitot tube or static vent can cause errors.
- The altimeter which uses only static air input and displays various altitudes like indicated, pressure, and density altitude. Not updating the altimeter setting can cause errors.
- Gyroscopic instruments like the attitude indicator and heading indicator which function based on the principles of rigidity in space and precession.
- The turn coordinator and inclinometer which indicate aircraft bank and slip/skid.
- The magnetic compass
The document provides an overview of basic flight instruments and modern glass cockpit instruments. It discusses the airspeed indicator, attitude indicator, altimeter, turn indicator, heading indicator, vertical speed indicator as the basic flight instruments. For modern instruments, it describes the primary flight display, multi-function display, and electronic centralized aircraft monitoring display that make up an electronic flight instrument system or glass cockpit.
This document provides an overview of aircraft basics including:
- The main components of an aircraft including wings, empennage, landing gear, and power plants. Wings can be high-wing, mid-wing, or low-wing and include ailerons and flaps. The empennage includes vertical and horizontal stabilizers with rudders and elevators.
- The four main forces acting on an aircraft during flight: lift, thrust, weight, and drag. Bernoulli's equation is presented relating to lift.
- Primary flight controls including ailerons, elevators, rudders, and various tail configurations. Pitch, yaw, and V-tail are also explained.
- Secondary flight controls
Flight controls allow pilots to control the forces of flight and maneuver aircraft. This chapter focuses on basic flight control systems, from early mechanical systems to modern fly-by-wire designs. It describes the primary flight controls - ailerons, elevators, and rudders - and how they control roll, pitch, and yaw respectively. Adverse yaw created by ailerons is also discussed, as are methods to reduce it like differential ailerons. The chapter provides examples of different flight control configurations for various aircraft types.
The document summarizes the basic control systems of an aircraft, including primary, secondary, and auxiliary flight controls. Primary controls include elevators, ailerons, and rudders which control pitch, roll, and yaw respectively. Secondary controls include trim tabs which help balance aircraft forces. Auxiliary controls include flaps, spoilers, and slats which provide additional lift, especially at lower speeds. The document describes the purpose and function of each control surface.
This document discusses aircraft flight control systems. It describes the primary, secondary, and auxiliary flight controls, including the elevator, aileron, and rudder control systems, as well as secondary controls like trim tabs and auxiliary controls like flaps. It also provides details on how the autopilot system works, noting that it uses sensors, a gyroscope, and actuators to automatically control the aircraft without pilot input. The autopilot takes over complete control of the aircraft from take-off to landing.
The document provides an overview of the basic components and structures of aircraft, including the fuselage, wings, empennage, power plant, and landing gear. It describes the typical materials used in aircraft construction and gives examples of different structural designs for the fuselage, wings, empennage, and landing gear. Key terms related to aircraft components and structures are also defined.
This document provides information about various aircraft instruments including:
- The airspeed indicator which uses ram air from the pitot tube and static air, and displays airspeeds like Vso and Vfe. Blockages of the pitot tube or static vent can cause errors.
- The altimeter which uses only static air input and displays various altitudes like indicated, pressure, and density altitude. Not updating the altimeter setting can cause errors.
- Gyroscopic instruments like the attitude indicator and heading indicator which function based on the principles of rigidity in space and precession.
- The turn coordinator and inclinometer which indicate aircraft bank and slip/skid.
- The magnetic compass
The document provides an overview of basic flight instruments and modern glass cockpit instruments. It discusses the airspeed indicator, attitude indicator, altimeter, turn indicator, heading indicator, vertical speed indicator as the basic flight instruments. For modern instruments, it describes the primary flight display, multi-function display, and electronic centralized aircraft monitoring display that make up an electronic flight instrument system or glass cockpit.
This document provides an overview of aircraft basics including:
- The main components of an aircraft including wings, empennage, landing gear, and power plants. Wings can be high-wing, mid-wing, or low-wing and include ailerons and flaps. The empennage includes vertical and horizontal stabilizers with rudders and elevators.
- The four main forces acting on an aircraft during flight: lift, thrust, weight, and drag. Bernoulli's equation is presented relating to lift.
- Primary flight controls including ailerons, elevators, rudders, and various tail configurations. Pitch, yaw, and V-tail are also explained.
- Secondary flight controls
Flight controls allow pilots to control the forces of flight and maneuver aircraft. This chapter focuses on basic flight control systems, from early mechanical systems to modern fly-by-wire designs. It describes the primary flight controls - ailerons, elevators, and rudders - and how they control roll, pitch, and yaw respectively. Adverse yaw created by ailerons is also discussed, as are methods to reduce it like differential ailerons. The chapter provides examples of different flight control configurations for various aircraft types.
This document provides an overview of aircraft wings, including their:
- Historical development from ancient kites to the Wright brothers' fixed-wing aircraft.
- Construction, with internal structures like ribs, spars, stringers, and skin covering the framework. Wings also contain fuel tanks, flaps, and other devices.
- Functions, as wings generate lift through Bernoulli's principle and critical angle of attack. Wing design factors like aspect ratio and camber also affect lift.
- Types based on position (fixed or movable) and structure (cantilever or strut-braced). Stability devices like ailerons and flaps are also described.
- Unconventional designs that
The document provides an overview of the various instruments and displays pilots interact with when flying a fighter jet. It describes instruments that indicate speed like the airspeed indicator and machmeter. It also covers altitude instruments like the altimeter and radar altimeter. Other instruments discussed include the artificial horizon, vertical airspeed indicator, compass, gyrocompass, head-up display, and helmet-mounted display. The document also summarizes controls like the throttle and stick, as well as multifunction displays and flight data recorders.
The document discusses the key components and structures of aircraft, including:
1) The fuselage, which is the main body and includes different structural types like truss, monocoque, and semi-monocoque.
2) Wings, which provide lift and include various designs attached at different positions on the fuselage, as well as wing structures using spars, ribs, and stringers.
3) The empennage or tail section, consisting of the vertical and horizontal stabilizers along with movable surfaces like the rudder and elevators.
4) The landing gear, usually a wheeled structure but sometimes floats or skis, which supports the airplane during takeoff, landing,
This document provides an overview of aircraft landing gear systems. It describes three common types of landing gear: tricycle gear, taildragger gear, and ski gear. It then discusses key components of landing gear systems like nose wheel steering, shimmy damping systems, and safety systems. Nose wheel steering uses hydraulic power to turn the nose wheel. Shimmy damping systems like piston, vane, and steer types control unwanted vibration. Safety systems include mechanical downlocks, safety switches, and ground locks to prevent accidental gear retraction.
This document provides an overview of aircraft landing gear systems. It describes the main components, including the types of landing gear arrangements (tail wheel, tandem, tricycle), construction details, alignment and retraction mechanisms, nose wheel steering, braking systems, tires, and antiskid systems. The purpose of landing gear is to support the aircraft during landing and taxiing. Retractable gear stows in the fuselage or wings to reduce drag while flying. Nose wheel steering and braking systems provide directional control on the ground. Aircraft tires must withstand high loads and provide traction for takeoff and landing. Antiskid systems help maintain braking effectiveness.
The document discusses turboshaft engines. It explains that turboshaft engines are a type of gas turbine optimized for shaft power rather than thrust. They are commonly used in helicopters, ships, tanks, and other applications requiring sustained high power output. The key components of a turboshaft engine are the compressor, combustion chamber, turbine, and gearbox. The compressor increases air pressure, the combustion chamber adds energy through combustion, the turbine extracts power, and the gearbox transfers power to the rotors or propellers. Recent tests show that GE's new turboshaft engine is meeting fuel burn and maintenance cost reduction targets.
This document discusses aircraft flight control systems. It describes three main categories of flight controls: primary, secondary, and auxiliary.
Primary flight controls include elevators, ailerons, and the rudder. Elevators control pitch, ailerons control roll, and the rudder controls yaw. Secondary flight controls include trim tabs which help balance aircraft control forces. Auxiliary controls include flaps and other high lift devices which allow aircraft to fly at slower speeds. The document provides details on how each of these various control surfaces and systems function.
This presentation is about the Fly-By-Wire technology adopted in aircraft systems for greater maneuverability. The mechanical and electronics aspects of this technology is briefed in this presentation.
Abstract:
Landing gear is one of the critical subsystems of an aircraft. The need to design landing gear with minimum weight, minimum volume, high performance, improved life and reduced life cycle cost have posed many challenges to landing gear designers and practitioners. Further it is essential to reduce the landing gear design and development cycle time while meeting all the regulatory and safety requirements. Many technologies have been developed over the years to meet these challenges in design and development of landing gear. This paper presents a perspective on various stages of landing gear design and development, current technology landscape and how these technologies are helping us to meet the challenges involved in the development of landing gear and how they are going to evolve in future.
NAME : S. Srinivasa Phani Kumar
Branch : MECHANICAL
College : SWARNANDHRA COLLEGE OF ENGINEERING & TECHNOLOGY
Emergency ejection system in military aircraft reportLahiru Dilshan
Safety is a major concern in the aircraft industry both in commercial and military services. In the fighter jets, there are several unique mechanisms used other than the commercial airliner. Pilots in the fighter jects can abandon the ship in case of an emergency but the other types of aircraft cannot use that kind of mechanism because the passengers are boarded.
The document discusses fly-by-wire flight control systems. It begins with an introduction to conventional and new types of flight control systems, including fly-by-wire. It then describes how fly-by-wire systems work, the advantages of digital control and computer interpretation of controls. Applications like Airbus and Space Shuttle are discussed. Advantages include safety and maneuverability but complexities can occur. The future may include more electric and digital systems with envelope protection. In conclusion, fly-by-wire provides more user-friendly flight control.
THIS PRESENTATION TAKES OVERVIEW OF AIRCRAFT CABIN PRESSURIZATION SYSTEM. IN THIS I EXPLAINED BASIC SYSTEM USED FOR PRESSURIZATION , AND HOW THIS SYSTEM IS SAFE, PRECISE. AND HOW AIR IS KEPT HEALTHY.
This document provides an overview of basic aerodynamics and flight controls. It explains the four main forces that act on aircraft - lift, gravity/weight, thrust, and drag. It describes how control surfaces like the ailerons, elevators, and rudder are used to control the aircraft's roll, pitch, and yaw. Finally, it gives a brief tour of common flight instruments that provide information to pilots like airspeed, altitude, heading, and vertical speed. The goal is to help readers understand how aircraft fly and how pilots control and navigate them.
Avionics systems include the electronic systems used on aircraft and spacecraft to manage communications, navigation, and all other onboard systems. The document discusses six key avionics systems: 1) Basic flight instruments like the altimeter, attitude indicator, magnetic compass, airspeed indicator, and vertical speed indicator provide pilots with critical aircraft data. 2) Cabin pressurization and 3) air conditioning systems are necessary for crew and passenger safety and comfort. 4) The aircraft fuel system manages fuel storage and delivery to engines. 5) Autopilot systems use gyroscopes, servos, and controllers to automatically guide and fly aircraft without constant pilot assistance. 6) Electrical power systems use batteries for starting aircraft and emergencies.
This document discusses aircraft pneumatic systems. It describes how pneumatic systems power instruments, landing gear, flaps and other aircraft components. It outlines the key components of pneumatic systems including air pumps, filters, regulators and gauges. It emphasizes the importance of detecting failures early to prevent spatial disorientation. It recommends having backup power sources and practicing partial panel flying to prepare for potential pneumatic system failures.
This document describes aircraft flight control systems. It discusses the primary flight controls of elevators, ailerons, and rudders and how each control affects the aircraft's pitch, roll, and yaw. Secondary flight controls include trim tabs for stabilizing the elevators, ailerons, and rudder. Auxiliary controls are flaps and high-lift devices that increase an aircraft's lift during takeoff and landing. Flaps extend on the trailing edge of wings to increase their camber and reduce stall speed, while leading edge slats and spoilers disrupt airflow over wings.
Fly-by-wire technology replaces the conventional manual flight controls of an aircraft with an electronic interface. It converts the movements of flight controls into electronic signals transmitted by wires to flight control computers, which then determine how to move actuators at each control surface. This allows the system to automatically stabilize the aircraft and prevent unsafe maneuvers. Fly-by-wire provides advantages like increased stability, reduced weight and maintenance needs, higher fuel efficiency, and easier integration of advanced flight control functions.
This document discusses the primary flight controls of aircraft:
1. The elevator controls pitch around the lateral axis using upward and downward deflection. Larger aircraft use hydraulic or electric systems.
2. The rudder controls yaw around the normal axis and is operated by rudder pedals, which also control steering while taxiing. Some aircraft with V-tails use linked ruddervator surfaces.
3. Ailerons control roll around the longitudinal axis and work differentially to bank the aircraft, sometimes assisted by differential rudder inputs to coordinate the turn. Some light aircraft use flaperons.
An autopilot system is designed to perform some of the tasks of a pilot to reduce fatigue. There are three main types of autopilot systems - single-axis controlling ailerons, two-axis controlling elevators and ailerons, and three-axis controlling all basic flight controls. The modern autopilot system is computer-controlled, gathering data from sensors and other systems. The autopilot hydraulic unit transforms the computer commands into hydraulic and mechanical commands to operate the flight controls and maintain the aircraft's attitude or heading. Autopilot modes include heading hold and navigation tracking of VOR or TACAN radials.
Nomenclature and classification of controls in an airplane (slide # 3-4).
Which are the aerodynamic forces acting on airplane (slide # 5).
Working principle of an airplane (slide # 6).
How an airplane flies (basic motions of an airplane) (slide # 7).
How controls play their roles in these motions (slide # 8-22).
Simulate a flight in Cessna Skyhawk (slide # 23-28).
References and Questions & answers (slide # 30).
This document provides an overview of basic aerodynamic principles and aircraft flight theory. It covers key topics such as the atmosphere, Newton's laws of motion, Bernoulli's principle, airfoils, the four forces of flight, stability and control surfaces. The presentation introduces fundamental concepts including pressure, density, humidity, inertia, lift, drag, thrust, weight, angles of attack and incidence, and the three axes of movement. It also explains how stability is achieved through aircraft design elements like dihedral wings, sweepback, and keel effect.
This document discusses different types of airfoils and their characteristics:
1) Airfoils are designed for different speeds, with some generating more lift but also more drag at medium speeds.
2) Attributes like camber, nose radius, and thickness determine stall characteristics, with a rounded nose and high camber providing a smooth stall.
3) Paraglider airfoils produce a lot of lift even at high angles of attack but also have high drag as speed increases.
4) Stalls occur when the boundary layer separates too far forward on the wing due to a high angle of attack. Maintaining the proper angle of attack is important to avoid stalls.
This document provides an overview of aircraft wings, including their:
- Historical development from ancient kites to the Wright brothers' fixed-wing aircraft.
- Construction, with internal structures like ribs, spars, stringers, and skin covering the framework. Wings also contain fuel tanks, flaps, and other devices.
- Functions, as wings generate lift through Bernoulli's principle and critical angle of attack. Wing design factors like aspect ratio and camber also affect lift.
- Types based on position (fixed or movable) and structure (cantilever or strut-braced). Stability devices like ailerons and flaps are also described.
- Unconventional designs that
The document provides an overview of the various instruments and displays pilots interact with when flying a fighter jet. It describes instruments that indicate speed like the airspeed indicator and machmeter. It also covers altitude instruments like the altimeter and radar altimeter. Other instruments discussed include the artificial horizon, vertical airspeed indicator, compass, gyrocompass, head-up display, and helmet-mounted display. The document also summarizes controls like the throttle and stick, as well as multifunction displays and flight data recorders.
The document discusses the key components and structures of aircraft, including:
1) The fuselage, which is the main body and includes different structural types like truss, monocoque, and semi-monocoque.
2) Wings, which provide lift and include various designs attached at different positions on the fuselage, as well as wing structures using spars, ribs, and stringers.
3) The empennage or tail section, consisting of the vertical and horizontal stabilizers along with movable surfaces like the rudder and elevators.
4) The landing gear, usually a wheeled structure but sometimes floats or skis, which supports the airplane during takeoff, landing,
This document provides an overview of aircraft landing gear systems. It describes three common types of landing gear: tricycle gear, taildragger gear, and ski gear. It then discusses key components of landing gear systems like nose wheel steering, shimmy damping systems, and safety systems. Nose wheel steering uses hydraulic power to turn the nose wheel. Shimmy damping systems like piston, vane, and steer types control unwanted vibration. Safety systems include mechanical downlocks, safety switches, and ground locks to prevent accidental gear retraction.
This document provides an overview of aircraft landing gear systems. It describes the main components, including the types of landing gear arrangements (tail wheel, tandem, tricycle), construction details, alignment and retraction mechanisms, nose wheel steering, braking systems, tires, and antiskid systems. The purpose of landing gear is to support the aircraft during landing and taxiing. Retractable gear stows in the fuselage or wings to reduce drag while flying. Nose wheel steering and braking systems provide directional control on the ground. Aircraft tires must withstand high loads and provide traction for takeoff and landing. Antiskid systems help maintain braking effectiveness.
The document discusses turboshaft engines. It explains that turboshaft engines are a type of gas turbine optimized for shaft power rather than thrust. They are commonly used in helicopters, ships, tanks, and other applications requiring sustained high power output. The key components of a turboshaft engine are the compressor, combustion chamber, turbine, and gearbox. The compressor increases air pressure, the combustion chamber adds energy through combustion, the turbine extracts power, and the gearbox transfers power to the rotors or propellers. Recent tests show that GE's new turboshaft engine is meeting fuel burn and maintenance cost reduction targets.
This document discusses aircraft flight control systems. It describes three main categories of flight controls: primary, secondary, and auxiliary.
Primary flight controls include elevators, ailerons, and the rudder. Elevators control pitch, ailerons control roll, and the rudder controls yaw. Secondary flight controls include trim tabs which help balance aircraft control forces. Auxiliary controls include flaps and other high lift devices which allow aircraft to fly at slower speeds. The document provides details on how each of these various control surfaces and systems function.
This presentation is about the Fly-By-Wire technology adopted in aircraft systems for greater maneuverability. The mechanical and electronics aspects of this technology is briefed in this presentation.
Abstract:
Landing gear is one of the critical subsystems of an aircraft. The need to design landing gear with minimum weight, minimum volume, high performance, improved life and reduced life cycle cost have posed many challenges to landing gear designers and practitioners. Further it is essential to reduce the landing gear design and development cycle time while meeting all the regulatory and safety requirements. Many technologies have been developed over the years to meet these challenges in design and development of landing gear. This paper presents a perspective on various stages of landing gear design and development, current technology landscape and how these technologies are helping us to meet the challenges involved in the development of landing gear and how they are going to evolve in future.
NAME : S. Srinivasa Phani Kumar
Branch : MECHANICAL
College : SWARNANDHRA COLLEGE OF ENGINEERING & TECHNOLOGY
Emergency ejection system in military aircraft reportLahiru Dilshan
Safety is a major concern in the aircraft industry both in commercial and military services. In the fighter jets, there are several unique mechanisms used other than the commercial airliner. Pilots in the fighter jects can abandon the ship in case of an emergency but the other types of aircraft cannot use that kind of mechanism because the passengers are boarded.
The document discusses fly-by-wire flight control systems. It begins with an introduction to conventional and new types of flight control systems, including fly-by-wire. It then describes how fly-by-wire systems work, the advantages of digital control and computer interpretation of controls. Applications like Airbus and Space Shuttle are discussed. Advantages include safety and maneuverability but complexities can occur. The future may include more electric and digital systems with envelope protection. In conclusion, fly-by-wire provides more user-friendly flight control.
THIS PRESENTATION TAKES OVERVIEW OF AIRCRAFT CABIN PRESSURIZATION SYSTEM. IN THIS I EXPLAINED BASIC SYSTEM USED FOR PRESSURIZATION , AND HOW THIS SYSTEM IS SAFE, PRECISE. AND HOW AIR IS KEPT HEALTHY.
This document provides an overview of basic aerodynamics and flight controls. It explains the four main forces that act on aircraft - lift, gravity/weight, thrust, and drag. It describes how control surfaces like the ailerons, elevators, and rudder are used to control the aircraft's roll, pitch, and yaw. Finally, it gives a brief tour of common flight instruments that provide information to pilots like airspeed, altitude, heading, and vertical speed. The goal is to help readers understand how aircraft fly and how pilots control and navigate them.
Avionics systems include the electronic systems used on aircraft and spacecraft to manage communications, navigation, and all other onboard systems. The document discusses six key avionics systems: 1) Basic flight instruments like the altimeter, attitude indicator, magnetic compass, airspeed indicator, and vertical speed indicator provide pilots with critical aircraft data. 2) Cabin pressurization and 3) air conditioning systems are necessary for crew and passenger safety and comfort. 4) The aircraft fuel system manages fuel storage and delivery to engines. 5) Autopilot systems use gyroscopes, servos, and controllers to automatically guide and fly aircraft without constant pilot assistance. 6) Electrical power systems use batteries for starting aircraft and emergencies.
This document discusses aircraft pneumatic systems. It describes how pneumatic systems power instruments, landing gear, flaps and other aircraft components. It outlines the key components of pneumatic systems including air pumps, filters, regulators and gauges. It emphasizes the importance of detecting failures early to prevent spatial disorientation. It recommends having backup power sources and practicing partial panel flying to prepare for potential pneumatic system failures.
This document describes aircraft flight control systems. It discusses the primary flight controls of elevators, ailerons, and rudders and how each control affects the aircraft's pitch, roll, and yaw. Secondary flight controls include trim tabs for stabilizing the elevators, ailerons, and rudder. Auxiliary controls are flaps and high-lift devices that increase an aircraft's lift during takeoff and landing. Flaps extend on the trailing edge of wings to increase their camber and reduce stall speed, while leading edge slats and spoilers disrupt airflow over wings.
Fly-by-wire technology replaces the conventional manual flight controls of an aircraft with an electronic interface. It converts the movements of flight controls into electronic signals transmitted by wires to flight control computers, which then determine how to move actuators at each control surface. This allows the system to automatically stabilize the aircraft and prevent unsafe maneuvers. Fly-by-wire provides advantages like increased stability, reduced weight and maintenance needs, higher fuel efficiency, and easier integration of advanced flight control functions.
This document discusses the primary flight controls of aircraft:
1. The elevator controls pitch around the lateral axis using upward and downward deflection. Larger aircraft use hydraulic or electric systems.
2. The rudder controls yaw around the normal axis and is operated by rudder pedals, which also control steering while taxiing. Some aircraft with V-tails use linked ruddervator surfaces.
3. Ailerons control roll around the longitudinal axis and work differentially to bank the aircraft, sometimes assisted by differential rudder inputs to coordinate the turn. Some light aircraft use flaperons.
An autopilot system is designed to perform some of the tasks of a pilot to reduce fatigue. There are three main types of autopilot systems - single-axis controlling ailerons, two-axis controlling elevators and ailerons, and three-axis controlling all basic flight controls. The modern autopilot system is computer-controlled, gathering data from sensors and other systems. The autopilot hydraulic unit transforms the computer commands into hydraulic and mechanical commands to operate the flight controls and maintain the aircraft's attitude or heading. Autopilot modes include heading hold and navigation tracking of VOR or TACAN radials.
Nomenclature and classification of controls in an airplane (slide # 3-4).
Which are the aerodynamic forces acting on airplane (slide # 5).
Working principle of an airplane (slide # 6).
How an airplane flies (basic motions of an airplane) (slide # 7).
How controls play their roles in these motions (slide # 8-22).
Simulate a flight in Cessna Skyhawk (slide # 23-28).
References and Questions & answers (slide # 30).
This document provides an overview of basic aerodynamic principles and aircraft flight theory. It covers key topics such as the atmosphere, Newton's laws of motion, Bernoulli's principle, airfoils, the four forces of flight, stability and control surfaces. The presentation introduces fundamental concepts including pressure, density, humidity, inertia, lift, drag, thrust, weight, angles of attack and incidence, and the three axes of movement. It also explains how stability is achieved through aircraft design elements like dihedral wings, sweepback, and keel effect.
This document discusses different types of airfoils and their characteristics:
1) Airfoils are designed for different speeds, with some generating more lift but also more drag at medium speeds.
2) Attributes like camber, nose radius, and thickness determine stall characteristics, with a rounded nose and high camber providing a smooth stall.
3) Paraglider airfoils produce a lot of lift even at high angles of attack but also have high drag as speed increases.
4) Stalls occur when the boundary layer separates too far forward on the wing due to a high angle of attack. Maintaining the proper angle of attack is important to avoid stalls.
This document provides a basic introduction to the fundamentals of flight, including the four forces of flight and explanations of lift. It discusses Newton's Laws of Motion and Bernoulli's Principle and how they relate to the generation of lift on airplane wings. It also describes basic airplane control surfaces like the elevator, ailerons, and rudder and how they control pitch, roll, and yaw. Interactive elements demonstrate wing shapes and how aircraft can fly inverted. Overall, the document covers aerodynamic concepts and forces essential to understanding how airplanes are able to fly.
The document discusses aircraft electrical systems. It describes the basic components which include power sources like batteries and generators. Batteries provide power when other sources are unavailable while generators are driven by engines and convert mechanical to electrical energy. Modern systems use constant frequency integrated drive generators or variable speed constant frequency generators to produce steady DC or AC power. The electrical power is controlled and distributed to aircraft components and loads.
This document discusses airfoil and rotor blade terminology. It defines symmetrical and nonsymmetrical airfoils and their characteristics. It also defines the angles of incidence, attack, and describes how collective and cyclic feathering changes these angles to control the helicopter. Flapping, lead, and lag are also summarized as important motions of the rotor blades that help control the aircraft.
The document discusses aircraft landing gear, including:
1) The main functions of landing gear such as supporting the aircraft's weight and absorbing landing shocks.
2) The basic types of landing gear including fixed, retractable, and types based on arrangement like single, double, and tandem.
3) Key components of landing gear like shock struts, torque links, and the various actuators, links, and mechanisms involved.
Avionics are the electronic systems used on aircraft and spacecraft to support flight operations. They include communications, navigation, monitoring of aircraft systems, weather detection, collision avoidance, autopilot, radar, and management of other aircraft functions. Avionics originated from systems developed during World War 2 for functions like radar and autopilot. Modern avionics play an important role in air traffic management through improved navigation and safety systems.
Devices operated by hydraulic system in aircraft Mal Mai
This document provides information about hydraulic systems used in aircraft. It discusses how hydraulic systems are used in aircraft to operate primary and secondary flight controls as well as other aircraft systems. It provides examples of hydraulic systems in different types of aircraft including single-engine, military, and commercial aircraft like the Diamond DA-40, F-22, and Boeing 737. It describes the specific hydraulic components, fluids, and pumps used for different aircraft systems and parts like the landing gear, brakes, doors, and flight controls.
Airfoil properties, shapes & structural dynamical features are described. Nomenclature or the classification types are presented along with the application.
Common methods for analysis of the structural dynamics on a wing or blade are presented along with the possible applications.
Design and Simulation of Aircraft Autopilot to Control the Pitch AngleEhab Al hamayel
In this paper, we are going to design an aircraft autopilot to control the pitch angle by apply the state-space controller design technique. In particular, we will attempt to place the closed-loop poles of the system by designing a controller that calculates its control based on the state of the system. Because the dynamic equations covering the motion of the motion of the aircraft are a very complicated set of six nonlinear coupled differential equations. We will use a linearized longitudinal model equation under certain assumption to build the aircraft pitch controller also we will verify the design and check the response using MatLab&Simulink.
This document discusses Fly By Wire (FBW) technology. FBW was introduced by NASA in the 1970s as an alternative to conventional mechanical flight control systems. It uses computers and electronics rather than mechanics to stabilize and maneuver aircraft. The computers read pilot inputs and sensor data to determine control surface commands. FBW allows for increased stability, turbulence suppression, and reduced maintenance costs. While computer failures could impact manual control, FBW systems have proven highly reliable. FBW is now widely used in commercial and military aircraft like the Boeing 777, Airbus A320, F-22, and B-2. Future developments may include fly by wireless and fly by optics.
This document summarizes several aircraft navigation systems. It describes the following systems in 1-3 sentences each:
VHF Omnidirectional Range (VOR) system, which uses radio signals to determine position relative to ground stations. Instrument Landing System (ILS), which guides aircraft to runways using localizer and glide slope signals. Distance Measuring Equipment (DME), which measures the distance between the aircraft and a ground station. Automatic Direction Finders (ADF), which use directional antennas to determine the direction of radio signals. Doppler Navigation System, which computes ground speed and drift using the Doppler effect. Inertial Navigation System, which derives position from accelerometers and gyroscopes without external references. Radio
5.15 Typical electronic digital aircraft systemslpapadop
This document provides an overview of typical electronic and digital aircraft systems. It discusses computer maintenance systems, ACARS, EFIS, EICAS/ECAM, fly-by-wire, flight management systems, GPS, inertial navigation systems, traffic collision avoidance systems, and flight data recorders. It also describes built-in test equipment, on-board maintenance facilities, and how various systems monitor aircraft data and perform tests. Finally, it provides details on electronic flight instrument systems, cockpit displays, and how fly-by-wire replaces manual flight controls with electronic signaling.
This document describes a student project to design and fabricate a fly-by-wire system for flight control using an ATmega8 microcontroller and three servo motors. The system takes input from pilot controls like the steering column and foot pedals and sends electronic signals to actuators controlling the flight surfaces. The students' prototype controls the yaw, pitch, and roll of a model aircraft using push switches and servo motors attached to wooden wings to simulate flight control surfaces like elevators and rudders. Simulation and testing confirmed the system could control the servos to rotate between -30 and +30 degrees based on input signals.
The document is a lecture on airfoils and wings given by Mohammad Tawfik on the WikiCourses website. It discusses topics such as finite wings, aspect ratio, wingtip vortices, changes in lift slope and induced drag, and high-lift mechanisms like flaps. The lecture content can be accessed on the WikiCourses website at the provided URL.
An autopilot is a navigational device that automatically steers a ship or aircraft along a steady course. It works by receiving input on the desired course from devices like a GPS and then using actuators to control the rudder to maintain that heading. The main modes of an autopilot are manual, where the user controls steering, auto where the autopilot maintains the current course, and GPS mode where it follows a route from a GPS unit. Understanding how an autopilot works helps ensure safe navigation at sea.
Aircraft Auto Pilot Roll Control SystemSuchit Moon
This document discusses the components and functions of an aircraft roll control system for autopilot. It describes the primary flight control surfaces - ailerons, rudder, and elevators - and their purposes. It then explains the components that make up the roll control system, including the controller gain, aileron actuator, aircraft dynamics model, and gyro. The system uses these components to automatically control and maintain the aircraft's roll angle based on input from the gyro. Autopilot systems provide advantages such as reducing pilot workload and fatigue during flight.
A control system is a collection of mechanical and electronic equipment that allows an aircraft to be flown with exceptional precision and reliability. Torque tubes are often used to actuate ailerons and flaps.
The document summarizes the flight control system of a conventional fixed-wing aircraft. It describes the primary and secondary flight control surfaces and how they are used to control pitch, roll, and yaw. The primary surfaces include elevators, ailerons, and rudders. The secondary surfaces improve lift and handling characteristics and include flaps, slats, spoilers, and trim tabs. The document then provides details on how the different control surfaces are operated through linkages, cables, actuators and other mechanisms connected to the cockpit controls.
This document provides training material on flight controls for the Boeing 727-200. It describes the primary and auxiliary flight control surfaces including ailerons, elevators, rudders, flaps, and spoilers. It also summarizes the hydraulic and electrical systems used to power and control these surfaces. The document is intended solely for training and may not be distributed outside the client organization without permission.
The document discusses different types of flight control systems used in aircraft. It begins with an introduction to how flight controls have advanced from early biplanes controlled by wires to modern systems. It then covers the principles of flight control involving pitch, roll and yaw. The main types discussed are conventional systems using control surfaces, power-assisted systems which assist the pilot, power-actuated systems using actuators, and fly-by-wire systems which use electronic signals. Mechanical systems like push-pull rods and cable pulleys are also summarized along with the advantages and disadvantages of different flight control approaches.
This document provides an introduction to flight control systems, including:
- A brief history of flight control systems evolving from articulated surfaces to modern fly-by-wire systems.
- An overview of the purpose and basic components of flight control systems, including primary systems for roll, pitch, and yaw control and secondary systems for trim functions.
- Descriptions of the main types of flight control systems - mechanical, hydro-mechanical, and fly-by-wire - and their key characteristics like direct linkage versus electronic signal processing.
- Safety advantages of fly-by-wire systems including increased stability, envelope protection, and integration with auto-pilot functions.
This document provides an overview of flight control systems, engine control systems, and environmental control systems on aircraft. It discusses primary and secondary flight controls, control linkage systems using rods or cables, and flight control actuation methods ranging from mechanical to fly-by-wire systems. It also covers engine technology, fuel and air flow control, bleed air systems, and engine control parameters and examples of control systems. Finally, it discusses hydraulic system design and components, environmental control needs like cooling and pressurization, and methods for cabin temperature control and humidity control.
Motor operated valves (MOVs) are manual valves that can be automated using electric motors. MOVs use gearing mechanisms like worm screws and worm wheels to slowly open and close valve stems. They allow remote actuation and control of manual valves. MOVs come in different types for applications like modulating flow, precision control, or simple on/off operation. Proper sizing of MOVs considers factors like required torque, operating environment, duty cycle, and available power sources.
MCE416 Fluid power system lecture note Lecture note.pptxDavidPeaceAchebe
This document provides an overview of a course on Fluid Power Systems. The course covers topics such as flow through pipes and fittings, analysis of pipe networks, fluid power components and circuits, design of fluid power systems, and properties of hydraulic fluids. It includes relevant textbooks and the contents of the first chapter on introductions to fluid power systems, which defines fluid power systems, classifications of applications, advantages, basic components of hydraulic and pneumatic systems, and their operation. Comparisons are made between hydraulic and pneumatic systems as well as hydraulic systems and electrical systems.
Reconfigurable flight control design for combat flying Akhil R
This document discusses reconfigurable flight control design for a combat flying wing aircraft with multiple control surfaces. It describes the aircraft and its control surfaces. It analyzes how failures of ailerons, elevators, or rudders can be addressed through control surface redundancy and reconfiguration techniques like control allocation. Simulation results show that with control reconfiguration, the aircraft can still maintain safe flight and perform missions despite surface failures.
Autopilot systems perform many of the same functions as human pilots by automatically controlling aircraft, vehicles or other moving objects. They use sensors and controllers to correct for errors and keep the craft on a desired path or attitude. A basic autopilot controls roll, pitch and yaw using effectors like elevators, rudders and ailerons. More advanced autopilots can perform complex maneuvers like landings. Key components include inertial sensors, controllers like Kalman filters and fuzzy logic, and electro-mechanical actuators. Autopilots are used widely in aircraft, vehicles, missiles, spacecraft and marinecraft to reduce workload and enable autonomous operations.
The document discusses the bridge control system for diesel engines on ships. It describes:
1) The basic closed-loop control of engine speed using a two or three-term controller that compares desired and measured RPM values and adjusts fuel to maintain set speed. Electronic, electro-pneumatic or hydraulic systems transmit signals and control fuel racks.
2) Lever controls in the bridge select engine direction and start/stop sequences, with safety interlocks. Speed is set on the bridge and transmitted to governors.
3) Bridge instrumentation includes RPM, direction indicators and starting air pressure. Alarms warn of machinery faults so the bridge is aware of issues.
This document discusses control valves used in chemical processing. It describes how control valves work by varying the flow of fluids through changing the position of a plug within the valve body. Control valves have either linear, equal percentage, or quick opening flow characteristics depending on how the flow rate changes with valve stem position. The document focuses on pneumatic control valves as they are most commonly used and describes the typical components of a control valve including the actuator, body, trim, plug and seat. It also provides the equation used to size control valves based on flow rate, pressure drop, and a valve coefficient.
This document provides information on the AR190 subsonic light transport aircraft concept. It describes the types of transportation aircraft that currently exist, including airliners, cargo aircraft, military transport aircraft, and more. It then outlines some key aspects of the AR190 concept, including its advantages over existing aircraft, its business model, and technical specifications like its communication systems, flight controls, fuel system, and other components. The document aims to introduce the AR190 concept as a potential next step for subsonic light transport.
This document provides an overview of a fluid power and control course. It outlines the course assessment including continuous assessment, practical assessment, and semester examination components. It describes the importance of fluid power, course objectives, and topics to be covered such as hydraulic and pneumatic components, circuit design, and hands-on lectures. The document also defines fluid power systems, compares hydraulic and pneumatic systems, lists the advantages of fluid power, and gives examples of applications.
Pneumatic Drives-Hydraulic Drives-Mechanical Drives-Electrical Drives-D.C. Servo Motors, Stepper Motors, A.C. Servo Motors-Salient Features, Applications and Comparison of all these Drives, End Effectors-Grippers-Mechanical Grippers, Pneumatic and Hydraulic- Grippers, Magnetic Grippers, Vacuum Grippers; Two Fingered and Three Fingered Grippers; Internal Grippers and External Grippers; Selection and Design Considerations.
The document discusses camless engines, which eliminate camshafts to control valve timing. It describes the components of camless engines - sensors that detect engine parameters, an electronic control unit (ECU) that controls actuators based on sensor data. Three types of camless mechanisms are presented - electromechanical poppet valves using solenoids, electromechanical ball valves that rotate balls to control gas flow, and electro-hydraulic poppet valves. Camless engines offer benefits like improved fuel efficiency and power, but also have drawbacks such as higher costs. Current applications include prototypes by automakers and suppliers, with Fiat using the technology in some models.
Hydraulic control systems have several key components:
1. A prime mover provides mechanical power that is converted by hydraulic pumps into pressurized fluid power.
2. Control valves direct the fluid and regulate parameters like pressure and flow.
3. Actuators convert the fluid power back into mechanical motion or force.
4. Additional components like filters, pipes, and tanks complete the system to precisely control hydraulic powered machines.
- Hydraulic control systems use fluid power to transmit energy and control machines. They consist of major components like a prime mover, pump, control valves, actuators, and piping.
- Pumps convert mechanical energy into hydraulic energy by pressurizing fluid. Control valves direct and regulate fluid flow and pressure. Actuators convert fluid power back into mechanical motion.
- Common control valves include pressure control valves, flow control valves, and directional control valves. Proportional, integral, and derivative controllers provide different control actions by relating system output to error over time.
The document discusses aircraft flight control systems. It describes the primary flight controls which include the elevator, aileron, and rudder control systems. The elevator controls pitch, the ailerons control roll, and the rudder controls yaw. Secondary flight controls include trim tabs that help balance aircraft control forces. Auxiliary controls include flaps, slats, and spoilers which help with lift during takeoff and landing. The document also provides an overview of autopilot systems, how they receive input from sensors and gyros, and how they output movements to flight control surfaces like ailerons and elevators to guide the aircraft without pilot assistance.
The document discusses ship steering systems and autopilot systems. It describes how ship steering systems use hydraulic systems to transmit power from steering engines to rudders based on Pascal's law. Autopilot systems use feedback control systems with components like gyrocompasses and GPS to automatically maintain a ship's heading and position along a predetermined course. Both systems are important for safely and efficiently navigating ships.
The document summarizes an outcome-based education workshop for second year students on structured choice-based credit systems. It discusses what outcome-based education (OBE) is, why institutions need to follow OBE, components of the structured choice-based credit system, how OBE will be measured using program educational objectives, program outcomes, program specific outcomes and course outcomes. It also outlines specializations and mandatory value-added courses students can take.
Proulsion I - SOLVED QUESTION BANK - RAMJET ENGINESanjay Singh
The material is only for academic purpose and for preparation of exams. Contents are copied from reference books. Not for revenue generation of any kind.
Rockets and missiles solved question bank - academic purpose onlySanjay Singh
The study material will be useful for aeronautical engineering students for preparation for their exams. It is made for academic purpose only and not for revenue generation of any kind. Rocket Propulsion Elements by Sutton is used for preparation of this QB.
Unit IV Solved Question Bank- Robotics EngineeringSanjay Singh
This Question Bank for Robotics Engineering is only for academic purpose and not for any commercial use. Students of Anna University and other Universities can use it for reference and knowledge.
Unit III - Solved Question Bank- Robotics Engineering -Sanjay Singh
This Question Bank for Robotics Engineering is only for academic purpose and not for any commercial use. Students of Anna University and other Universities can use it for reference and knowledge.
Unit v - Solved qb - Robotics EngineeringSanjay Singh
This document discusses the applications of robots in various industries, with a focus on aeronautical engineering. It covers common robot applications like material handling, processing, assembly, inspection, and how robots are used for tasks like machine loading/unloading, welding, and spray painting. Mobile robots and their applications are also discussed, along with safety considerations for robotics. Recent developments and the use of robots in aeronautical engineering are mentioned.
Unit II Solved Question Bank - Robotics Engineering -Sanjay Singh
This Question Bank for Robotics Engineering is only for academic purpose and not for any commercial use. Students of Anna University and other Universities can use it for reference and knowledge.
Aircraft and engine fuel system and engine lubrication systemSanjay Singh
The document discusses aircraft fuel systems and engine lubrication systems. It describes the key components of an aircraft's fuel system including fuel tanks, pumps, filters and lines required to provide an uninterrupted flow of fuel to the engines. It also discusses the different types of fuels used in aircraft as well as lubrication systems which reduce friction and wear using circulating oil to lubricate engine parts.
1) Jet engine inlets must supply the engine with airflow at high pressure to maximize thrust output. Inlet design is critical for both subsonic and supersonic aircraft.
2) For subsonic aircraft, inlets use either internal or external compression via divergent ducts to decelerate airflow without strong shockwaves. Supersonic inlets use convergent-divergent ducts with oblique shocks to decelerate airflow.
3) Proper inlet design considers boundary layer growth, external vs internal deceleration tradeoffs, and maintains high duct efficiency across a range of speeds and conditions. Inlet performance is measured by parameters like isentropic efficiency and stagnation pressure ratio.
Use PyCharm for remote debugging of WSL on a Windo cf5c162d672e4e58b4dde5d797...shadow0702a
This document serves as a comprehensive step-by-step guide on how to effectively use PyCharm for remote debugging of the Windows Subsystem for Linux (WSL) on a local Windows machine. It meticulously outlines several critical steps in the process, starting with the crucial task of enabling permissions, followed by the installation and configuration of WSL.
The guide then proceeds to explain how to set up the SSH service within the WSL environment, an integral part of the process. Alongside this, it also provides detailed instructions on how to modify the inbound rules of the Windows firewall to facilitate the process, ensuring that there are no connectivity issues that could potentially hinder the debugging process.
The document further emphasizes on the importance of checking the connection between the Windows and WSL environments, providing instructions on how to ensure that the connection is optimal and ready for remote debugging.
It also offers an in-depth guide on how to configure the WSL interpreter and files within the PyCharm environment. This is essential for ensuring that the debugging process is set up correctly and that the program can be run effectively within the WSL terminal.
Additionally, the document provides guidance on how to set up breakpoints for debugging, a fundamental aspect of the debugging process which allows the developer to stop the execution of their code at certain points and inspect their program at those stages.
Finally, the document concludes by providing a link to a reference blog. This blog offers additional information and guidance on configuring the remote Python interpreter in PyCharm, providing the reader with a well-rounded understanding of the process.
Accident detection system project report.pdfKamal Acharya
The Rapid growth of technology and infrastructure has made our lives easier. The
advent of technology has also increased the traffic hazards and the road accidents take place
frequently which causes huge loss of life and property because of the poor emergency facilities.
Many lives could have been saved if emergency service could get accident information and
reach in time. Our project will provide an optimum solution to this draw back. A piezo electric
sensor can be used as a crash or rollover detector of the vehicle during and after a crash. With
signals from a piezo electric sensor, a severe accident can be recognized. According to this
project when a vehicle meets with an accident immediately piezo electric sensor will detect the
signal or if a car rolls over. Then with the help of GSM module and GPS module, the location
will be sent to the emergency contact. Then after conforming the location necessary action will
be taken. If the person meets with a small accident or if there is no serious threat to anyone’s
life, then the alert message can be terminated by the driver by a switch provided in order to
avoid wasting the valuable time of the medical rescue team.
Height and depth gauge linear metrology.pdfq30122000
Height gauges may also be used to measure the height of an object by using the underside of the scriber as the datum. The datum may be permanently fixed or the height gauge may have provision to adjust the scale, this is done by sliding the scale vertically along the body of the height gauge by turning a fine feed screw at the top of the gauge; then with the scriber set to the same level as the base, the scale can be matched to it. This adjustment allows different scribers or probes to be used, as well as adjusting for any errors in a damaged or resharpened probe.
Digital Twins Computer Networking Paper Presentation.pptxaryanpankaj78
A Digital Twin in computer networking is a virtual representation of a physical network, used to simulate, analyze, and optimize network performance and reliability. It leverages real-time data to enhance network management, predict issues, and improve decision-making processes.
Discover the latest insights on Data Driven Maintenance with our comprehensive webinar presentation. Learn about traditional maintenance challenges, the right approach to utilizing data, and the benefits of adopting a Data Driven Maintenance strategy. Explore real-world examples, industry best practices, and innovative solutions like FMECA and the D3M model. This presentation, led by expert Jules Oudmans, is essential for asset owners looking to optimize their maintenance processes and leverage digital technologies for improved efficiency and performance. Download now to stay ahead in the evolving maintenance landscape.
Open Channel Flow: fluid flow with a free surfaceIndrajeet sahu
Open Channel Flow: This topic focuses on fluid flow with a free surface, such as in rivers, canals, and drainage ditches. Key concepts include the classification of flow types (steady vs. unsteady, uniform vs. non-uniform), hydraulic radius, flow resistance, Manning's equation, critical flow conditions, and energy and momentum principles. It also covers flow measurement techniques, gradually varied flow analysis, and the design of open channels. Understanding these principles is vital for effective water resource management and engineering applications.
2. CONTROL SYSTEMS
Introduction
• The architecture of the flight control system,
essential for all flight operations, has significantly
changed throughout the years.
• Soon after the first flights, articulated surfaces
were introduced for basic control, operated by
the pilot through a system of cables and pulleys.
• This technique survived for decades and is now
still used for small airplanes.
3. CONTROL SYSTEMS
• The introduction of larger airplanes and the
increase of flight envelopes made the muscular
effort of the pilot, in many conditions, not
sufficient to contrast the aerodynamic hinge
moments consequent to the surface deflection.
• The first solution to this problem was the
introduction of aerodynamic balances and tabs,
but further grow of the aircraft sizes and flight
envelops brought to the need of powered
systems to control the articulated aerodynamic
surfaces.
4. • Nowadays two great categories of flight
control systems can be found:
A full mechanical control on
gliders and small general aviation, and
A powered, or servo-assisted,
control on large or combat aircraft.
5. • One of the great additional effects after the
introduction of servo-mechanisms is the
possibility of using active control
technology, working directly on the flight
control actuators, for a series of benefits:
• Compensation for deficiencies in the
aerodynamics of the basic airframe;
• Stabilisation and control of unstable
airplanes, that have commonly higher
performances;
6. • Flight at high angles of attack;
• Automatic stall and spinning protection;
• Gust alleviation.
7. FLY-BY-WIRE
• A further evolution of the servo-assisted
control is the fly-by-wire technique, based
on signal processing of the pilot’s demand
before conversion into actuator control.
• The number and type of aerodynamic
surfaces to be controlled changes with
aircraft category.
9. CONTROL SURFACES
• Aircraft have a number of different control
surfaces:
• Those indicated in red form the primary flight
control, i.e. pitch, roll and yaw control, basically
obtained by deflection of elevators, ailerons and
rudder (and combinations of them);
• Those indicated in blue form the secondary flight
control: high-lift and lift-dump devices, airbrakes,
tail trimming, etc.
10. CONTROL SURFACES
• Modern aircraft have often particular
configurations, typically as follows:
• Elevons on delta wings, for pitch and roll control,
if there is no horizontal tail;
• Flaperons, or trailing edge flaps-ailerons
extended along the entire span:
• Tailerons, or stabillisers-ailerons (independently
controlled);
• Swing Wings, with an articulation that allows
sweep angle variation;
11. • Canards, with additional pitch control and
stabilization.
• Primary flight control capability is essential
for safety, and this aspect is dramatically
emphasized in the modern unstable
(military) airplanes, which could be not
controlled without the continued operation
of the primary flight control surfaces.
12. • Secondary actuation system failure can
only introduce flight restriction, like a flap
less landing or reduction in the max angle
of attack; therefore it is not necessary to
ensure full operation after failures.
13. Conventional Systems/Direct
Mechanical Control
• The linkage from cabin to control surface
can be fully mechanical if the aircraft size
and its flight envelop allow.
• In this case the hinge moment generated
by the surface deflection is low enough to
be easily contrasted by the muscular effort
of the pilot.
14. • Two types of mechanical systems are
used: PUSH-PULL rods and Cable Pulley.
• In the first case a sequence of rods link
the control surface to the cabin input.
• Bell-crank levers are used to change the
direction of the .rod routings
15. Push-pull rod system for
elevator control
• Fig. sketches the push-pull control rod
system between the elevator and the
cabin control column.
16. BELL-CRANK LEVER
• The bell-crank lever is necessary to alter
the direction of the transmission and to
obtain the conventional coupling between
stick movement and elevator deflection.
17. Vibrations on Control Rods
• A modal analysis of the system layout is
necessary, because vibrations of the rods
can introduce oscillating deflections of the
surface;
• This problem is important on helicopters,
because vibrations generated by the main
rotor can induce severe resonance of the
flight control rods.
18. ADVANTAGE OF CABLE-PULLEY
SYSTEM
• The same operation described can be
done by a cable-pulley system, where
couples of cables are used in place of the
rods.
• In this case pulleys are used to alter the
direction of the lines, equipped with idlers
to reduce any slack due to structure
elasticity, cable strands relaxation or
thermal expansion.
19. • Often the cable-pulley solution is preferred,
because it is more flexible and allows reaching
more remote areas of the airplane.
• An example is shown in Fig., where the cabin
column is linked via a rod to a quadrant, which
the cables are connected to.
• For this reason the actuation system in charge of
primary control has a high redundancy and
reliability, and is capable of operating close to
full performance even after one or more failures.
21. Fully powered Flight Controls
• To actuate the control Surface the pilot
has to give full effort. This is very tough to
actuate the control surfaces through
simple mechanical linkages.
• One can feel the equal toughness when
raising the hand perpendicular to the
airflow on riding a motorbike.
22. MECHANICAL FLIGHT CONTROL SYSTEM
• In this type of flight control system we will have
• 3
S.No Item Purpose
1 The cable To transmit the power
2 Cable connector To connect the cable
3 Turnbuckle To adjust the Cable length
4 Fairlead To guide the Cable
5 Pulley To guide the in radial direction
6 Push pull rod To go for and aft as per requirement
7 Control stick To make orders for the remaining circuit
27. MECHANICAL FLIGHT CONTROL SYSTEM -
OPERATION
• The most basic flight control system
designs are mechanical and date back to
early aircraft.
• They operate with a collection of
mechanical parts such as rods, cables,
pulleys, and sometimes chains to transmit
the forces of the flight deck controls to the
control surfaces.
28. MECHANICAL FLIGHT CONTROL
SYSTEM - OPERATION
• Mechanical flight control systems are still
used today in small general and sport
category aircraft where the aerodynamic
forces are not excessive.
• When the pilot pushes the control stick
forward/backward the cable is getting
tensed through the linkages and it causes
the Control surface to move respectively.
29. Power actuated systems
Hydraulic control
• When the pilot’s action is not directly
sufficient for actuating the control, the
main option is a powered system that
assists the pilot.
• A few control surfaces on board are
operated by electrical motors.
30. Hydraulic Control
• The hydraulic system has proved to be the more
suitable solution for actuation in terms of
reliability, safety, weight per unit power and
flexibility, with respect to the electrical system,
which is becoming the common tendency on
most modern airplanes.
The Pilot, via the cabin
components, sends a signal, or demand, to a valve
that opens ports through which high pressure
hydraulic fluid flows and operates one or more
actuators.
31. Hydraulic Control
• The valve, that is located near the
actuators, can be signalled in two different
ways:
Mechanically or Electrically;
• Mechanical signalling is obtained by
push-pull rods, or more commonly by
cables and pulleys;
• Electrical signalling is a solution of more
modern and sophisticated vehicles.
32. Basic Principle of the Hydraulic
Control
• Two aspects must be noticed when a powered
control is introduced:
1. The system must control the surface in a
proportional way, i.e. the surface response
(deflection) must be a function of the Pilot’s
demand (stick deflection, for instance);
2. The pilot with little effort acts on a control
valve must have a feedback on the manoeuvre
intensity.
33. • The problem is solved by using (hydraulic)
servo-mechanisms, where the components are
linked in hydraulic circuit in such a way to
introduce an actuator stroke proportional to the
pilot’s demand for a correct operation.
• In both cases the control valve housing is
integral with the cylinder and the cabin column
has a mechanical linkage to drive the valve
spool.
35. • In the first case, the cylinder is hinged to the
aircraft and, due to valve spool displacement
and ports opening, the piston is moved in
one direction or the other.
• The piston rod is also linked to the valve
spool stick, in such a way that the piston
movement brings the spool back towards its
neutral position. When this is reached, the
actuator stops.
36. • In the second case, the piston is
constrained to the aircraft; the cabin
column controls the valve spool stick;
this will result in a movement of the
cylinder, and this brings the valve
housing again towards the valve
neutral position, then resulting in a
stroke proportional to the pilot’s
demand.
37. EMERGENCY VALVE
• The hydraulic circuit also includes an
emergency valve on the delivery segment
to the control valve; if the delivery
pressure drops, due to a pump or engine
failure, the emergency valve switches to
the other position and links all the control
valve inlets to the tank; this operation
hydraulically unlocks the system, allowing
the pilot for manual actuation of the
cylinder.
38. • It is clear now that the pilot, in normal
hydraulic operating conditions, is
requested for a very low effort, necessary
to overcome the mechanical frictions of
the linkage and the movement of the
control valve.
• The pilot is then no more aware of the load
condition being imposed to the aircraft.
39. Artificial Feel
• For this reason an artificial feel is
introduced in powered systems, acting
directly on the cabin control stick or pedals
through spring system, then responding to
the Pilot’s demand with a force
proportional to the stick deflection.
40. Q Feel
• A more sophisticated artificial feel is the
so-called Q feel.
• This system receives data from the
PITOT- STATIC probes, reading the
dynamic pressure, or the difference
between Total (Pt) and Static (Ps)
pressure, that is proportional to the Aircraft
Speed (v) through the Air Density (ρ).
41. • This signal is used to modulate a hydraulic
cylinder that increases the stiffness in the
artificial feel system, in such a way that the
pilot is given a contrast force in the pedals
or stick that is also proportional to the
aircraft speed.
42. Digital fly by wire systems
• In the 70’s the fly-by-wire architecture was
developed, starting as an analogue technique and
later on, in most cases, transformed into digital.
• It was first developed for military aviation.
• It is now a common solution.
• The supersonic Concorde can be considered a first
and isolated civil aircraft equipped with a (analogue)
fly-by-wire system, but in the 80’s the digital
technique was imported from military into civil
aviation by Airbus, first with the A320, then followed
by A319, A321, A330, A340, Boeing 777 and A380.
44. • This architecture is based on computer signal
processing and is schematically shown in fig.
• The pilot’s demand is first of all transduced into
electrical signal in the cabin and sent to a group of
independent computers, the computers sample data
concerning the flight conditions and servo-valves
and actuators positions.
• The pilot’s demand is then processed and sent to
the actuator, properly tailored to the actual flight
status.
45. • The flight data used by the system mainly depend on the
aircraft category.
• In general the following data are sampled and
processed:
• Pitch, Roll, Yaw rate and linear accelerations.
• Angle of attack and Side- Slip;
• Airspeed/Mach number, Pressure Altitude and Radio
Altimeter Indications;
• Stick and Pedal demands;
• Other cabin commands such as landing gear condition,
thrust lever position, etc.
46. • The full system has high redundancy to
restore the level of reliability of a
mechanical or hydraulic system, in the
form of multiple (triplex or quadruplex)
parallel and independent lanes to generate
and transmit the signals, and independent
computers that process them.
47. • In many cases both hardware and software are
different, to make the generation of a common
error extremely remote, increase fault tolerance
and isolation.
• In some cases the multiplexing of the digital
computing and signal transmission is supported
with an analogue or mechanical back-up
system, to achieve adequate system reliability
between military and civil aircraft.
48. BENEFITS
• Flight envelope protection (the computers
will reject and tune pilot’s demands that
might exceed the airframe load factors);
• Increase of stability and handling qualities
across the full flight envelope, including
the possibility of flying unstable vehicles;
49. • Turbulence suppression and consequent
decrease of fatigue loads and increase
passenger comfort;
• Use of thrust vectoring to augment or
replace lift aerodynamic control, then
extending the aircraft flight envelope;
• Drag reduction by an optimised trim
setting;
50. • Higher stability during release of tanks and
weapons;
• Easier interfacing to auto-pilot and other
automatic flight control systems;
• Weight reduction (mechanical linkages are
substituted by wirings);
• Maintenance reduction;
• Reduction of airlines pilot training costs (flight
handling becomes very similar in an whole
aircraft family).
51. Control by Fly By Wire
• The flight modes: Ground, Take-off, Flight
and Flare (Landing).
• Transition between modes is smooth and
the pilot is not affected in its ability to
control the aircraft.
• In ground mode the pilot has control on
the nose wheel steering as a function of
speed,
52. • After lift-off the envelope protection is gradually
introduced and in flight mode the aircraft is fully
protected by exceeding the maximum negative
and positive load factors (with and without high
lift devices extracted), angle of attack, stall,
Airspeed / Mach number, pitch attitude, roll rate,
bank angle etc;
• Finally, when the aircraft approaches to ground
the control is gradually switched to flare mode,
where automatic trim is deactivated and
modified flight laws are used for pitch control.
53. Auto Pilot System
• An autopilot is a mechanical, electrical, or
hydraulic system used to guide a vehicle
without assistance from a human being.
• An autopilot can refer specifically to
aircraft, self-steering gear for boats, or
auto guidance of space craft and missiles.
• The autopilot of an aircraft is sometimes
referred to as “George”, after one of the
key contributors to its development.
54. Auto Pilot System
• Today, autopilots are sophisticated
systems that perform the same duties as a
highly trained pilot.
• In fact, for some in-flight routines and
procedures, autopilots are even better
than a pair of human hands.
• They don’t just make flights smoother -
they make them safer and more efficient.
55. Autopilots and Avionics
• In the world of aircraft, the autopilot is more
accurately described as the Automatic Flight
Control System (AFCS).
• An AFCS is part of an aircraft’s avionics – the
electronic systems, equipment and devices used
to control key systems of the plane and its flight.
• In addition to flight control systems, avionics
include electronics for communications,
navigation, collision avoidance and weather.
56. Autopilots and Avionics
• The original use of an AFCS was to provide pilot
relief during tedious stages of flight, such as
high-altitude cruising.
• Advanced autopilots can do much more,
carrying out even highly precise maneuvers,
such as landing an aircraft in conditions of zero
visibility.
• Although there is great diversity in autopilot
systems, most can be classified according to the
number of parts, or surfaces, they control.
57. Auto Pilot System
• Autopilots can control any or all of these three
basic control surfaces that affect an airplane’s
attitude.
• A single-axis autopilot manages just one set of
controls, usually the ailerons. This simple type of
autopilot is known as a “wing leveler” because,
by controlling roll, it keeps the aircraft wings on
an even keel.
• A two-axis autopilot manages elevators and
ailerons.
• Finally, a three-axis autopilot manages all three
basic control systems: ailerons, elevators and
rudder.
58. Invention Of Auto Pilot System
• Famous inventor and engineer Elmer Sperry
patented the gyro-compass in 1908, but it was
his son, Lawrence Burst Sperry, who first
flight-tested such a device in an aircraft.
• The younger Sperry’s autopilot used four
gyroscopes to stabilize the airplane and led to
many flying firsts, including the first night flight in
the history of aviation.
• In 1932, the Sperry Gyroscope Company
developed the automatic pilot that Wiley Post
used in his first solo flight around the world.
59. Autopilot Parts
• The heart of a modern automatic flight
control system is a computer with several
high-speed processors.
• To gather the intelligence required to
control the plane, the processors
communicate with sensors located on the
major control surfaces.
• They can also collect data from other
airplane systems and equipment, including
gyroscopes, accelerometers, altimeters,
compasses and airspeed indicators.
60. Autopilot Parts
• The processors in the AFCS then take the input data and,
using complex calculations, compare it to a set of control
modes.
• A control mode is a setting entered by the pilot that defines
a specific detail of the flight. For example, there is a control
mode that defines how an aircraft’s altitude will be
maintained. There are also control modes that maintain
airspeed, heading and flight path.
• These calculations determine if the plane is obeying the
commands set up in the control modes. The processors then
send signals to various servomechanism units.
61. Autopilot Parts
• A servomechanism, or servo is a device that
provides mechanical control at a distance.
One servo exists for each control surface
included in the autopilot system.
• The servos take the computer’s instructions
and use motors or hydraulics to move the
craft’s control surfaces, making sure the plane
maintains its proper course and attitude.
63. Elements of an autopilot
Rudder system
• The basic schematic of an autopilot looks like a
loop, with sensors sending data to the autopilot
computer, which processes the information and
transmits signals to the servo, which moves the
control surface, which changes the attitude of
the plane, which creates a new data set in the
sensors, which starts the whole process again.
• This type of feedback loop is central to the
operation of autopilot systems.
65. Operation of Automated flight
control systems – Wing Leveller
1. The pilot sets a control mode to maintain
the wings in a level position.
2. However, even in the smoothest air, a
wing will eventually dip.
3. Position sensors on the wing detect this
deflection and send a signal to the autopilot
computer.
4. The autopilot computer processes the
input data and determines that the wings are
no longer level.
66. Operation of Automated flight
control systems – Wing Leveller
5. The autopilot computer sends a signal to
the servos that control the aircraft’s ailerons.
6. The signal is a very specific command
telling the servo to make a precise
adjustment.
7. Each servo has a small electric motor
fitted with a slip clutch that, through a bridle
cable, grips the aileron cable.
67. Operation of Automated flight
control systems – Wing Leveller
8. When the cable moves, the control surfaces
move accordingly.
9. As the ailerons are adjusted based on the input
data, the wings move back toward level.
10. The autopilot computer removes the command
when the position sensor on the wing detects that
the wings are once again level.
11. The servos cease to apply pressure on the
aileron cables.
68. • Two- and three-axis autopilots obey the
same principles, employing multiple
processors that control multiple surfaces.
• Some airplanes even have auto thrust
computers to control engine thrust.
• Autopilot and auto thrust systems can
work together to perform very complex
maneuvers.
69. Autopilot Failure
• 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 i.e. 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 circuit
breaker.
70. Modern Autopilot Systems
• Many modern autopilots can receive data
from a Global Positioning System (GPS)
receiver installed on the aircraft.
• A GPS receiver can determine airplane’s
position in space by calculating its distance
from three or more satellites in the GPS
network.
• Armed with such positioning information, an
autopilot can do more than keeping a plane
straight and level — it can execute a flight
plan.
71. Modern Autopilot Systems
• Most commercial jets have had such capabilities for a
while, but even smaller planes are incorporating
sophisticated autopilot systems.
• New Cessna 182s and 206s are leaving the factory with
the Garmin G1000 integrated cockpit, which includes a
digital electronic autopilot combined with a flight director.
• The Garmin G1000 delivers essentially all the
capabilities and modes of a jet avionics system, bringing
true automatic flight control to a new generation of
general aviation planes.
• Wiley Post could have only dreamed of such technology
back in 1933.
73. Instrument Landing System - ILS
• The Instrument Landing System (ILS) is an
internationally normalized system for navigation of
aircrafts upon the final approach for landing.
• ILS that provides precision guidance for a safe
approach and landing on the runway under conditions
of reduced visibility.
• The accurate landing approach is a procedure of
permitted descent with the use of navigational
equipment coaxial with the trajectory and given
information about the angle of descent.
• It can also be supplemented with a VOR system by
which means the integrated navigational-landing
complex ILS/VOR/DME is formed.
74. Sub – Systems Of ILS
• The ILS system consists of four
subsystems:
– VHF localizer transmitter
– UHF glide slope transmitter
– Marker beacons
– Approach lighting system
75.
76. A plane flying approximately along the axis of
approach, however partially turned away to the left
77. A plane flying nearly in the approach
axis slightly leaned out to the right
80. Marker beacons
• For the purpose of discontinuous addition of navigation
data with the value of a momentary distance from the
aircraft to the runway’s threshold, the following marker
beacons are used:
Outer Marker (OM)
• The outer marker is located from the runway’s threshold.
Its beam intersects the glide slope’s ray at an altitude of
approximately 1400 ft (426.72 m) above the runway. It
also roughly marks the point at which an aircraft enters
the glide slope under normal circumstances, and
represents the beginning of the final part of the landing
approach.
81. • The signal is modulated at a frequency of 400
Hz, made up by a Morse code – a group of two
dots per second. On the aircraft, the signal is
received by a 75 MHz marker receiver. The pilot
hears a tone from the loudspeaker or
headphones and a blue indicative bulb lights up.
Anywhere an outer marker cannot be placed
due to the terrain, a DME unit can be used as a
part of the ILS to secure the right fixation on the
localizer.
82. • In some ILS installations the outer marker
is substituted by a Non Directional Beacon
(NDB).
83. Middle Marker
• The middle marker is used to mark the point of transition
from an approach by instruments to a visual one. When
flying over it, the aircraft is at an altitude of 200 - 250 ft
(60.96-76.2) above it. The audio signal is made up of two
dashes or six dots per second. The frequency of the
identification tone is 1300 Hz. Passing over the middle
marker is visually indicated by a bulb of an amber
(yellow) colour.
84. Inner Marker
• The inner marker emits an AM wave with a
modulated frequency of 3000 Hz. The
identification signal has a pattern of series
of dots, in frequency of six dots per
second. The beacon is located 60m in
front of the runway’s threshold.
85. VOR - VHF Omnidirectional Range
• VHF Omni Directional Radio Range (VOR) is a
type of short-range Radio Navigation system for
aircraft, enabling aircraft with a receiving unit to
determine their position and stay on course by
receiving radio signals transmitted by a network
of fixed ground radio beacons.
• It uses frequencies in the very high frequency
(VHF) band from 108 to 117.95 MHz.
86. VOR - VHF Omnidirectional Range
• Developed in the United States beginning in
1937 and deployed by 1946, VOR is the
standard air navigational system in the world
used by both commercial and general
aviation.
• By 2000 there were about 3000 VOR stations
around the world including 1033 in the US,
reduced to 967 by 2013 with more stations
being decommissioned with the widespread
adoption of GPS.
87. VOR - VHF Omnidirectional Range
• A VOR ground station sends out an omnidirectional
master signal, and a highly directional second signal is
propagated by a phased antenna array and rotates
clockwise in space 30 times a second.
• This signal is timed so that its phase (compared to the
master) varies as the secondary signal rotates, and this
phase difference is the same as the angular direction of
the 'spinning' signal, (so that when the signal is being
sent 90 degrees clockwise from north, the signal is 90
degrees out of phase with the master).
88. VOR - VHF Omnidirectional Range
• By comparing the phase of the secondary signal with the
master, the angle (bearing) to the aircraft from the
station can be determined. This bearing is then
displayed in the cockpit of the aircraft, and can be used
to take a fix as in earlier ground-based radio direction
finding (RDF) systems.
• This line of position is called the "radial" from the VOR.
The intersection of two radials from different VOR
stations on a chart gives the position of the aircraft. VOR
stations are fairly short range: the signals are useful for
up to 200 miles.
89. CCV – CONTROL CONFIGURED VEHICLES
• Aircraft systems may be quadruplexed (four
independent channels) to prevent loss of signals
in the case of failure of one or even two
channels.
• High performance aircraft that have fly-by-wire
controls (also called CCVs or Control-
Configured Vehicles) may be deliberately
designed to have low or even negative stability
in some flight regimes, the rapid-reacting CCV
controls compensating for the lack of natural
stability.
90. • Pre-flight safety checks of a fly-by-wire system are often
performed using Built-in Test Equipment (BITE). On
programming the system, either by
the Pilot or Groundcrew, a number of control movement
steps are automatically performed. Any failure will be
indicated to the crews.
91. FLY-BY-OPTICS
• Fly-by-optics is sometimes used instead of
fly-by-wire because it can transfer data at
higher speeds, and it is immune to
electromagnetic interference. In most
cases, the cables are just changed from
electrical to Optical Fiber cables.
Sometimes it is referred to as "fly-by-light"
due to its use of fiber optics. The data
generated by the software and interpreted
by the controller remain the same.
92. MICROWAVE LANDING SYSTEM (MLS)
• A microwave landing system (MLS) is an all-weather, precision
landing system originally intended to replace or supplement
instrument landing systems (ILS).
• MLS has a number of operational advantages, including a wide
selection of channels to avoid interference with other nearby
airports, excellent performance in all weather, a small "footprint" at
the airports, and wide vertical and horizontal "capture" angles that
allowed approaches from wider areas around the airport.
• Although some MLS systems became operational in the 1990s, the
widespread deployment initially envisioned by its designers never
became a reality. GPS-based systems, allowed the expectation of
the same level of positioning detail with no equipment needed at
the Airport.
• GPS dramatically lowers the cost of implementing precision landing
approaches, and since its introduction most existing MLS systems in
North America have been turned off.
93. Principle : MLS
• MLS employs 5 GHz transmitters at the landing place
which use passive electronically scanned arrays to send
scanning beams towards approaching aircraft. An
aircraft that enters the scanned volume uses a special
receiver that calculates its position by measuring the
arrival times of the beams.
94. Operational Functions
• The system may be divided into five functions: Approach azimuth,
Back azimuth, Approach elevation, Range and Data
communications.
• Approach azimuth guidance
The azimuth station transmits MLS angle and data on one of
200 channels within the frequency range of 5031 to 5091 MHz and is
normally located about 1,000 feet (300 m) beyond the stop end of the
runway, but there is considerable flexibility in selecting sites.
• Elevation guidance
The elevation station transmits signals on the same frequency
as the azimuth station. A single frequency is time-shared between
angle and data functions and is normally located about 400 feet from
the side of the runway between runway threshold and the touchdown
zone.
95. Range guidance
• The MLS Precision Distance Measuring
Equipment (DME/P) functions in the same way as the
navigation DME, but there are some technical
differences.
• The beacon transponder operates in the frequency band
962 to 1105 MHz and responds to an aircraft
interrogator. The MLS DME/P accuracy is improved to
be consistent with the accuracy provided by the MLS
azimuth and elevation stations.
• A DME/P channel is paired with the azimuth and
elevation channel.
96. Data communications
• The data transmission can include both the basic and auxiliary data
words. All MLS facilities transmit basic data. Where needed,
auxiliary data can be transmitted.
• MLS data are transmitted throughout the azimuth (and back azimuth
when provided) coverage sectors. Representative data include:
Station identification, Exact locations of azimuth, elevation and
DME/P stations (for MLS receiver processing functions), Ground
equipment performance level; and DME/P channel and status.
• MLS identification is a four-letter designation starting with the letter
M. It is transmitted in International Morse Code at least six times per
minute by the approach azimuth (and back azimuth) ground
equipment.