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9 fighter aircraft avionics-part ii
This document provides a summary of fighter aircraft avionics and flight instruments. It discusses the basic variables that represent the thermodynamic state of air including density, temperature, and pressure. It then describes key flight instruments such as the altimeter, airspeed indicator, and how the air data computer uses total and static pressure and temperature readings to calculate important flight parameters. The roles of the pitot-static system and various gyroscopic and magnetic instruments are also summarized.
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9 fighter aircraft avionics-part ii
- 1. Fighter Aircraft Avionics PartII SOLO HERMELIN Updated: 04.04.13 1
- 2. Table of Content SOLO FighterAircraft Avionics 2 Introduction First generation (1945-1955) Second Generation (1950-1965) Jet Fighter Generations Third Generation (1965-1975) Fourth Generation (1970-2010) 4.5Generation Fifth Generation (1995 - 2025) Aircraft Avionics Cockpit Displays Communication (internal and external) Data Entry and Control Flight Control Third Generation Avionics Fourth Generation Avionics 4.5Generation Avionics Fifth Generation Avionics Fighter Aircra
- 3. Table of Content(continue – 1) SOLO Fighter Aircraft Avionics Earth Atmosphere Flight Instruments Flight Management System Aircraft Aerodynamics Aircraft Flight Control Aircraft Flight Control Surfaces Aircraft Flight Control Examples Aircraft Propulsion System Jet Engine Vertical/Short Take-Off and Landing (VSTOL) Engine Control System Fuel System Power Generation System Environmental Control System Oil System
- 4. Table of Content(continue – 2) SOLO 4 Fighter Aircraft Avionics Equations of Motion of an Air Vehicle in Ellipsoidal Earth Atmosphere Fighter Aircraft Weapon System Safety Procedures Tracking Systems Aircraft Sensors Airborne Radars Infrared/Optical Systems Electronic Warfare Air-to-Ground Missions Bombs Air-to-Surface Missiles (ASM) or Air-to-Ground Missiles (AGM) Fighter Aircraft Weapon Examples Air-to-Air Missiles (AAM) Fighter Gun Aircraft Flight Performance Navigation Part II References Avionics I V Avionics III
- 5. Continue from Fighter AircraftAvionics Part I SOLO 5 Fighter Aircraft Avionics
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- 9. The basic variablesrepresenting the thermodynamics state of the gas are the Density, ρ, Temperature, T and Pressure, p. SOLO 9 Air Data System • The Density, ρ, is defined as the mass, m, per unit volume, v, and has units of kg/m3 . v m v ∆ ∆ = →∆ 0 limρ • The Temperature, T, with units in degrees Kelvin ( ͦ K). Is a measure of the average kinetic energy of gas particles. • The Pressure, p, exerted by a gas on a solid surface is defined as the rate of change of normal momentum of the gas particles striking per unit area. It has units of N/m2 . Other pressure units are millibar (mbar), Pascal (Pa), millimeter of mercury height (mHg) S f p n S ∆ ∆ = →∆ 0 lim kPamNbar 100/101 25 == ( ) mmHginHgkPamkNmbar 00.7609213.29/325.10125.1013 2 === The Atmospheric Pressure at Sea Level is: Earth Atmosphere
- 10. Speed of Sound(a) This is the speed of sound waves propagation in ambient air. The speed of sound is given by SOLO 10 Sa TRa ⋅⋅= γ γ air = 1.4, Ra =287.0 J/kg--ͦ K TS – Static Air Temperature True Airspeed (TAS) The True Airspeed is the speed of the aircraft’s center of mass with respect to the ambient air through which is passing. Indicated Airspeed (IAS) The Indicated Airspeed is the speed indicated by a differential-pressure airspeed indicator. Air Data System Earth Atmosphere
- 11. Mach Number (M) Isthe ratio of the TAS to the speed of sound at the flight condition. SOLO 11 aTASM /= Dynamic Pressure (q) The force per unit area required to bring an ideal (incompressible) fluid to rest: q=1/2∙ρ∙VT 2 (where VT is True Air Speed-TAS, and ρ is the density of the fluid). Impact Pressure (QC) The force per unit area required to bring moving air to rest. It is the pressure exerted at the stagnation point on the surface of a body in motion relative to the air. PT – Total Pressure, PS – Static Pressure 2 2/1 TSTC VPPQ ⋅⋅=−= ρ Air Data System Earth Atmosphere
- 12. 12 Earth Atmosphere Atmospheric Constants DefinitionSymbol Value Units Sea-level pressure P0 1.013250 x 105 N/m2 Sea-level temperature T0 288.15 ͦ K Sea-level density ρ0 1.225 kg/m3 Avogadro’s Number Na 6.0220978 x 1023 /kg-mole Universal Gas Constant R* 8.31432 x 103 J/kg-mole -ͦ K Gas constant (air) Ra=R*/M0 287.0 J/kg--ͦ K Adiabatic polytropic constant γ 1.405 Sea-level molecular weight M0 28.96643 Sea-level gravity acceleration g0 9.80665 m/s2 Radius of Earth (Equator) Re 6.3781 x 106 m Thermal Constant β 1.458 x 10-6 Kg/(m-s-ͦ K1/2) Sutherland’s Constant S 110.4 ͦ K Collision diameter σ 3.65 x 10-10 m Return to TOC
- 13. SOLO Fighter Aircraft Avionics 13 FlightInstruments Air Data Calculation (Collison) Geopotential Pressure Altitude • Low Altitude (Troposphere) : H< 11000 m (36.089 ft ), ( ) kPaHPS 255879.55 1025577.21325.101 ⋅⋅−⋅= − • Medium Altitude: 11000 m ≤ H ≤ 20000m (36.089 ft - 65.617 ft ) ( ) kPaeP H S 000,1110576885.1 4 6325.22 −⋅⋅− − ⋅= Air Density Ratio ρ/ρ0 S S T P ⋅ = 35164.00ρ ρ
- 14. SOLO Aircraft Avionics 14 Flight Instruments AirData Calculation (Collison) Mach Number • Subsonic Speeds (M ≤ 1), ( ) 2/72 2.01 M P P S T ⋅+= • Supersonic Speeds (M ≥ 1), Static Air Temperature TS ͦ K 10 2.01 2 << ⋅⋅+ = r Mr T T m S ( ) 2/52 7 17 9.166 −⋅ ⋅ = M M P P S T True Airspeed (TAS) VT m/s smTMV ST /0468.20 ⋅⋅=
- 15. SOLO Aircraft Avionics 15 Flight Instruments AirData Calculation (Collison) Speed of Sound a m/s • Subsonic Speeds (VC ≤ a), • Supersonic Speeds (VC ≥ a), Sa TRa ⋅⋅= γ γ air = 1.4, Ra =287.0 J/kg--ͦ K Calibrated Airspeed (CAS) VC m/s kPa V Q C C − ⋅+⋅= 1 294.340 2.01325.101 2/72 kPa V V Q C C C − − ⋅ ⋅ ⋅= 1 1 294.340 7 294.340 92.166 325.101 2/7 2/52 2
- 16. SOLO Aircraft Avionics 16 Air DataComputer Air Data Computer uses Total and Static Pressure and Static Temperature of the external Air Flow, to compute Flight Parameters.
- 17. 17 Central Air DataComputer Aircraft Avionics Flight Instruments
- 18. 18 Flow of AirData to Key Avionics Sub-systems Aircraft Avionics Flight Instruments
- 19. 19 Central Air DataComputer Aircraft Avionics Flight Instruments
- 20. Flight Instruments SOLO Aircraft Avionics 20 Thet Flight Instruments assist the Pilot to safely fly the Aircraft. The Flight Instrument provide information about: * Height * Airspeed * Mach Number * Vertical Speed * Artificial Horizon * Velocity Vector * Pitch, Bank, Heading Angles Thy include: - Pitot – Static Flight Instruments - Gyroscopic Instruments - Magnetic Compass
- 21. Flight Instruments SOLO Aircraft Avionics 21 TheFlight Panel - Understand Your Aircraft, Youtube
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- 23. Flight Instruments SOLO Aircraft Avionics 23 zdgpd⋅⋅−= ρ TRp ⋅⋅= ρ KsmR 22 /287= zdaTd ⋅−= aR g T za p p ⋅ ⋅ −= 00 1 Altimeter
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- 27. SOLO Aircraft Avionics 27 Flight Instruments AirspeedIndicators 2 2 1 vpp StatTotal ⋅+= ρ The airspeed directly given by the differential pressure is called Indicated Airspeed (IAS). This indication is subject to positioning errors of the pitot and static probes, airplane altitude and instrument systematic defects. The airspeed corrected for those errors is called Callibrated Airspeed (CAS). Depending on altitude, the critic airspeeds for maneuvre, flap operation etc change because the aerodynamic forces are function of air density. An equivalent airspeed VE (EAS) is defined as follows: 0ρ ρ VVE = V – True Airspeed ρ – Air Density ρ0 – Air Density at Sea Level
- 28. SOLO 28 Aircraft Avionics Flight Instruments AirspeedIndicator (ASI) White Arc – Flaps Operation Range VSO – Stalling Speed Flaps Down VSI - Stalling Speed Flaps Up VFE – Maximum Speed Flaps Down (Extendeed) Green Arc – Normal Operation Range VNO – Maximum Speed Normal Operation Yellow Arc - Caution Range VNE – Not to Exceed Speed Private Pilot Airplane – Flight Instruments ASA, Movie
- 29. SOLO Aircraft Avionics 29 FlightInstruments Airspeed Indicators
- 30. SOLO Aircraft Avionics 30 FlightInstruments Airspeed Indicators 2 2 1 VPQPP StatCStatTotal ⋅+=+= ρ V – True Airspeed ρ – Air Density ρ0 – Air Density at Sea Level Air Density changes with altitude. Assuming an Adiabatic Flow, the relation between Pressure and Density is given by constC P ==γ ρ γ = Cp/CV= 1.4 for air Momentum differential equation for the Air Flow is VdV C P PdVdVPd C P γρ γ ρ /1 /1 0 +=+= = Subsonic Speeds SoundofSpeed P a S ρ γ ⋅ =
- 31. SOLO Aircraft Avionics 31 Flight Instruments AirspeedIndicators In the free stream P = PS and V = VT, At the Probe face P = PT and V=0 0 1 0 /1 /1 =+ ∫∫ T T S V P P VdV C PdP γ γ Subsonic Speeds (continue) 2 1 1 2 /1 11 T ST V C PP γ γ γ γ γ γ γ = − − −− γγ ρ /1/1 1 SPC = 1 2 12 2 1 1 2 1 1 2 − = − ⋅ − += ⋅⋅ − += γ γ ρ γ γ γ γ γ ργ a V V PP P T P a T SS T S − ⋅ − += −=−= − 1 2 1 11 1 2 γ γ γ a V P P P PPPQ T S S T SSTC
- 32. SOLO Aircraft Avionics 32 Flight Instruments AirspeedIndicators In the free stream P = PS and V = VT, At the Probe face P = PT and V=0 Supersonic Speeds 1 1 2 12 1 1 1 2 2 1 − − + − − ⋅ + ⋅ + = γ γ γ γ γ γ γ γ a V a V P P T T S T − + − − ⋅ + ⋅ + = −=−= − − 1 1 1 1 2 2 1 1 1 1 2 12 γ γ γ γ γ γ γ γ a V a V P P P PPPQ T T S S T SSTC Assume Supersonic Adiabatic Air Flow we obtain
- 33. SOLO Aircraft Avionics 33 Flight Instruments AirspeedIndicators Mach Number 1 1 2 1 2 1 1 1 2 2 1 − − + − −⋅ + ⋅ + = γ γ γ γ γ γ γ γ M M P P S T Subsonic Speeds (M ≤ 1) γ γ γ 1 1 2 1 − ⋅ − −== S TT P P a V M 12 2 1 1 2 − = ⋅ − += γ γρ γ γ M P P SP a S T From Supersonic Speeds (M ≥ 1)
- 34. SOLO Aircraft Avionics 34 Flight Instruments AirspeedIndicators (Calibrated Airspeed) Calibrated Airspeed is obtained by substituting the Sea Level conditions, that is PS = PS0 , VT = VC , a0 = 340.294 m/s. Subsonic Speeds (VC < a0=340.294 m/s) − ⋅ − += − 1 2 1 1 1 2 0 0 γ γ γ a V PQ C SC 2 0 00 2 0 2 0 2 1 /2 1 2 1 C S C S C S aV C V P V P a V PQ C ⋅⋅= ⋅ ⋅⋅= − ⋅+≈ << ρ ργ γγ Supersonic Speeds (VC > a0=340.294 m/s) − + − − ⋅ + ⋅ + = − − 1 1 1 1 2 2 1 1 1 2 0 12 0 0 γ γ γ γ γ γ γ γ a V a V PQ C C SC ( ) mmHginHgkPamkNmbarPS 00.7609213.29/325.10125.1013 2 0 ==== γ air = 1.4
- 35. SOLO Aircraft Avionics 35 Flight Instruments AirspeedIndicators By measuring (TT) the Temperature of Free Airstream TS, we can compute the local Speed of Sound Sa TRa ⋅⋅= γ True Airspeed (TAS) By using the Mach Number computation we can calculate the True Airspeed (TAS) M M T RMTRMaV T aSaT ⋅ ⋅ − + ⋅⋅=⋅⋅⋅=⋅= 2 2 1 1 γ γγ
- 36. Vertical Speed Indicator SOLO 36 AircraftAvionics Flight Instruments
- 37. SOLO 37 Aircraft Avionics Flight Instruments GyroscopicFlight Instruments Turn Indicator
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- 41. SOLO 41 Aircraft Avionics Flight Instruments Turn-andSlip Indicator
- 42. SOLO 42 Aircraft Avionics Flight Instruments HeadingIndicator The Magnetic Compass is sensitive to Inertia Forces. It is a reliable Heading Instrument in the long yerm, but during maneuvers it may swing and be hardly reliable. To provide a more precise Heading Instrument a Directional Gyro is used.
- 43. SOLO 43 Aircraft Avionics Flight Instruments TheEarth is a huge Magnet, spinning in space, surrounded by a Magnetic Field made up of invisible lines of flux. These lines leave the surface of the Magnetic North Pole and reenter at the magnetic South Pole. The Magnetic Poles are not coincident with the Geographic Poles (located on the Axis of Rotation of the Earth. Lines of Magnetic Flux have two important characteristics: 1Any Magnet that is free to rotate will align with them. 2An Electrical Current is induced into any conductor that moves and cuts across them. Most direction indicators installed in aircraft make use of one of these two characteristics.
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- 45. SOLO 45 Aircraft Avionics Flight Instruments FluxGate Compass System The Gate Compass System is connected to Radio Magnetic Indicator (RMI) and to Heading Situation Indicator (HSI). Heading Situation Indicator (HSI).Radio Magnetic Indicator (RMI)
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- 49. SOLO 49 Aircraft Avionics Flight Displays InModern Aircraft the Flight Instruments are provided on Panel Displays. Flight Instruments New Integrated Flight Control System
- 50. SOLO 50 Aircraft Avionics Flight Displays Chelton’sFlight Logic Reconfigurable Panel Display Flight Instruments
- 51. SOLO 51 Aircraft Avionics Flight Displays Avidyne’sEntegra Reconfigurable Panel Display Flight Instruments
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- 54. SOLO 54 Aircraft Avionics Flight Instruments AutomaticDependent Surveillance (ADS)
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- 59. SOLO 59 Aircraft Avionics Flight Instruments Helmet-up-Display Returnto Table of Content
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- 62. SOLO 62 Navigation Flight Management System TopLevel Flight Management System Functions Return to TOC
- 63. 63 Aircraft Aerodynamics Me 109 Elliptical Wing (Moderate AspectRatio) 1940 M=0.55 Pure Subsonic Spitfire Trapezoidal Wing (High Aspect Ratio) Me 262 Sweptback Wing (High Aspect Ratio) M=0.8 High Subsonic 1945 MIG 15F86 Sabre Sweptback Wing (Moderate Aspect Ratio) 1950 M=0.9-0.98 High Subsonic (Transonic)
- 64. 64 Aircraft Aerodynamics MIG 25 MIG21 Delta Wing (Low Aspect Ratio) 1960 M=2.2-2.4 Supersonic F4 Phantom Delta-Like Trapezoidal Wing (Low Aspect Ratio) F-111 Large Sweptback (Low Aspect Ratio) M=2.2-3.0 Supersonic/ High Supersonic 1970 Trapezoidal Wing F16 Strake Wing (Hybrid Wing) 1980 M=2.0 Maneuvrability (High Angle of Attack) F18
- 65. 65 Wing Parameters . WingArea, S, is the plan surface of the wing. . Wing Span, b, is measured tip to tip. . Wing average chord, c, is the geometric average. The product of the span and the average chord is the wing area (b x c = S). . Aspect Ratio, AR, is defined as: ( )∫− = 2/ 2/ b b dyycS ( ) b S dyyc b c b b == ∫− 2/ 2/ 1 S b AR 2 = Aircraft Aerodynamics
- 66. 66 Wing Parameters (Continue 5.The root chord, , is the chord at the wing centerline, and the tip chord, is the chord at the tip. 6. Taper ratio, 7. Sweep Angle, is the angle between the line of 25 percent chord and the perpendicular to root chord. 8. Mean aerodynamic chord, rc Λ r t c c =λ tc λ ( )[ ]∫− = 2/ 2/ 21~ b b dyyc S c c~ Aircraft Aerodynamics
- 67.
- 68. 68 The Effect ofLeading Edge Slat, Flap, and Trailing Edge Flap Upon Angle of Attack of Basic Wing Darrol Stinton “ The Design of the Aircraft” Aircraft Aerodynamics
- 69. 69 Movement of Shockswith Increasing Mach Number Aircraft Aerodynamics
- 70. 70 Movement of Shockswith Increasing Mach Number
- 71. 71High Angles ofAttack Flows (Development of a High Resolution CFD)
- 72. 72High Angles ofAttack Flows (Development of a High Resolution CFD)
- 73.
- 74. 74 Flow of AirData to Key Avionics Sub-systems Aircraft Avionics Aircraft Flight Control SOLO Return to TOC
- 75. 75 centre stick ailerons elevators rudder Generally, theprimary cockpit flight controls are arranged as follows: a control yoke (also known as a control column), centre stick or side-stick (the latter two also colloquially known as a control or B joystick), governs the aircraft's roll and pitch by moving the A ailerons (or activating wing warping on some very early aircraft designs) when turned or deflected left and right, and moves the C elevators when moved backwards or forwards rudder pedals, or the earlier, pre-1919 "rudder bar", to control yaw, which move the D rudder; left foot forward will move the rudder left for instance. throttle controls to control engine speed or thrust for powered aircraft. Aircraft Flight Control Surfaces Flight Controls, Movie
- 76. 76 Aircraft Flight ControlSurfaces
- 77. 77 Aircraft Flight ControlSurfaces Differential ailerons
- 78. 78 Aircraft Flight ControlSurfaces The effect of left rudder pressure Four common types of flaps Leading edge high lift devices The stabilator is a one-piece horizontal tail surface that pivots up and down about a central hinge point.
- 79. SOLO 79 Flight Control Aircraft FlightControl Surfaces
- 80. SOLO 80 Aerodynamics of Flight AircraftFlight Control Surfaces
- 81. SOLO 81 Aerodynamics of Flight AircraftFlight Control Surfaces
- 82. SOLO 82 Control Surfaces Aircraft FlightControl Surfaces Return to Table of Content
- 83.
- 84. SOLO 84 To be replaced Aerodynamicsof Flight Return to TOC
- 85. SOLO 85 Aircraft Flight Control TraditionalPitch Autopilot and Autothtrottle
- 86. SOLO 86 Aircraft Flight Control TraditionalRoll Autopilot and Yaw Damper
- 87.
- 88. SOLO 88 Aircraft Flight Control Un-PoweredFlight Controls Simple Hydro-Mechanical Servo-Actuator
- 89. SOLO 89 Aircraft Flight Control Hawk-200Push-Pull Control Rod System (BAE Systems)
- 90. SOLO 90 Aircraft Flight Control Mechanical,Power-Boosted System
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- 92. SOLO 92 Aircraft Flight Control FlightControls - Hydraulic Booster, Movie
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- 97. SOLO 97 Aircraft Flight Control Falcon7X Digital Flight Control System, Movie
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- 99. SOLO 99 Aircraft Flight Control F-16Flight Control System
- 100. SOLO 100 Aircraft Flight Control F-16Flight Control System Functional Schematics
- 101. SOLO 101 Aircraft Flight Control F-16Flight Control System Redundancy Concept
- 102. SOLO 102 Aircraft Flight Control F-16Pitch Functional Schematic Diagram
- 103. SOLO 103 Aircraft Flight Control F-16Roll Functional Schematic Diagram
- 104. SOLO 104 Aircraft Flight Control F-16Yaw Functional Schematic Diagram
- 105. SOLO 105 Aircraft Flight Control IntegratedServo-Actuator Schematic Diagram
- 106. SOLO 106 Aircraft Flight Control F-16Flight Control System Electrical Power Schematic Diagram
- 107. SOLO 107 Aircraft Flight Control F-16Hydraulic Power Schematic Diagram
- 108. SOLO 108 Aircraft Flight Control F-16Electronic Signal Selection and Failure Monitoring
- 109. SOLO 109 Aircraft Flight Control RSS– Relaxed Static Stability
- 110. SOLO 110 Aircraft Flight Control F-16Performance Benefits Derived from Relaxed Static Stability
- 111. SOLO 111 Aircraft Flight Control Russia- SU-37 Aircraft • Canards and thrust vectoring (TV loop not shown.). • Longitudinal controller synthesized with classical control methods. SU-37 Terminator
- 112. SOLO 112 Aircraft Flight Control F/A-18Control System Components
- 113. SOLO 113 Aircraft Flight Control F/A-18Flight control System Functional Diagram
- 114. SOLO 114 Aircraft Flight Control JaguarFly-by-Wire Architecture
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- 119. SOLO 119 Aircraft Flight Control •Controllerstructure decouples flying qualities from a/c dynamics. •Regulator/Commands implement desired. •Effector blender optimally allocates desired acceleration commands. •On-board model. •Control effectiveness matrix. •Estimated acceleration for dynamic inversion. JSF Flight Control Laws
- 120.
- 121. 121 Aircraft Propulsion System SOLO TheFighter Aircraft Propulsion Systems Consists of: - One or Two Jet Engines - The Fuel Tanks (Internal and External) and Pipes. - Engines Control Systems * Throttles * Engine Control Displays Engine Control Systems – Basic Inputs and Outputs
- 122. SOLO http://www.ausairpower.net/APA-Raptor.html 122 Aircraft PropulsionSystem Return to Table of Content
- 123. 123 Aircraft Propulsion System Diagramof a typical gas turbine jet engine Turbojets consist of an - Air Inlet - Air Compressor - Combustion Chamber - Gas Turbine (that drives the air compressor) - Nozzle. The air is compressed into the chamber, heated and expanded by the fuel combustion and then allowed to expand out through the turbine into the nozzle where it is accelerated to high speed to provide propulsion Turbojet animationPropulsion Force SOLO Jet Engine
- 124. 124 Propulsion Force =Thrust SOLO The net Thrust (FN) of a Turbojet is given by where: ṁ air = the mass rate of air flow through the engine ṁ fuel = the mass rate of fuel flow entering the engine ve = the velocity of the jet (the exhaust plume) and is assumed to be less than sonic velocity v = the velocity of the air intake = the true airspeed of the aircraft (ṁ air + ṁ fuel )ve = the nozzle gross thrust (FG) ṁ air v = the ram drag of the intake air Aircraft Propulsion System Jet Engine
- 125. 125 SOLO • Cold Section: •Air Intake (Inlet) — The standard reference frame for a jet engine is the aircraft itself. For subsonic aircraft, the air intake to a jet engine presents no special difficulties, and consists essentially of an opening which is designed to minimise drag, as with any other aircraft component. However, the air reaching the compressor of a normal jet engine must be travelling below the speed of sound, even for supersonic aircraft, to sustain the flow mechanics of the compressor and turbine blades. At supersonic flight speeds, shockwaves form in the intake system and reduce the recovered pressure at inlet to the compressor. So some supersonic intakes use devices, such as a cone or ramp, to increase pressure recovery, by making more efficient use of the shock wave system. • Compressor or Fan — The compressor is made up of stages. Each stage consists of vanes which rotate, and stators which remain stationary. As air is drawn deeper through the compressor, its heat and pressure increases. Energy is derived from the turbine (see below), passed along the shaft. • Bypass Ducts much of the thrust of essentially all modern jet engines comes from air from the front compressor that bypasses the combustion chamber and gas turbine section that leads directly to the nozzle or afterburner (where fitted). Aircraft Propulsion System Jet Engine
- 126. 126 SOLO • Common: • Shaft— The shaft connects the turbine to the compressor, and runs most of the length of the engine. There may be as many as three concentric shafts, rotating at independent speeds, with as many sets of turbines and compressors. Other services, like a bleed of cool air, may also run down the shaft. • Diffuser Section: - This section is a divergent duct that utilizes Bernoulli's principle to decrease the velocity of the compressed air to allow for easier ignition. And, at the same time, continuing to increase the air pressure before it enters the combustion chamber. Aircraft Propulsion System Jet Engine
- 127. 127 SOLO • Hot section: •Combustor or Can or Flameholders or Combustion Chamber — This is a chamber where fuel is continuously burned in the compressed air. • Turbine — The turbine is a series of bladed discs that act like a windmill, gaining energy from the hot gases leaving the combustor. Some of this energy is used to drive the compressor, and in some turbine engines (i.e. turboprop, turboshaft or turbofan engines), energy is extracted by additional turbine discs and used to drive devices such as propellers, bypass fans or helicopter rotors. One type, a free turbine, is configured such that the turbine disc driving the compressor rotates independently of the discs that power the external components. Relatively cool air, bled from the compressor, may be used to cool the turbine blades and vanes, to prevent them from melting. • Afterburner or Reheat (chiefly UK) — (mainly military) Produces extra thrust by burning extra fuel, usually inefficiently, to significantly raise Nozzle Entry Temperature at the exhaust. Owing to a larger volume flow (i.e. lower density) at exit from the afterburner, an increased nozzle flow area is required, to maintain satisfactory engine matching, when the afterburner is alight. • Exhaust or Nozzle — Hot gases leaving the engine exhaust to atmospheric pressure via a nozzle, the objective being to produce a high velocity jet. In most cases, the nozzle is convergent and of fixed flow area. • Supersonic nozzle — If the Nozzle Pressure Ratio (Nozzle Entry Pressure/Ambient Pressure) is very high, to maximize thrust it may be worthwhile, despite the additional weight, to fit a convergent-divergent (de Laval) nozzle. As the name suggests, initially this type of nozzle is convergent, but beyond the throat (smallest flow area), the flow area starts to increase to form the divergent portion. The expansion to atmospheric pressure and supersonic gas velocity continues downstream of the throat, whereas in a convergent nozzle the expansion beyond sonic velocity occurs externally, in the exhaust plume. The former process is more efficient than the latter. Aircraft Propulsion System Jet Engine
- 128. 128 Aircraft Propulsion System Diagramof a typical gas turbine jet engine SOLO Air Intake Preceding the compressor is the air intake (or inlet). It is designed to be as efficient as possible at recovering the ram pressure of the air stream tube approaching the intake. The air leaving the intake then enters the compressor. The stators (stationary blades) guide the airflow of the compressed gases. Klaus Hünecke, “Jet Engines – Fundamentals of Theory, Design and Operation”, 1997 Jet Engine
- 129. 129 SOLO Air Intake Klaus Hünecke,“Jet Engines – Fundamentals of Theory, Design and Operation”, 1997 Aircraft Propulsion System Jet Engine
- 130. 130 SOLO Air Intake AERO 315 USAFACADEMY DEPARTMENT OF AERONAUTICS Aircraft Propulsion System Jet Engine
- 131. 131 Aircraft Propulsion System Diagramof a typical gas turbine jet engine An animation of an axial compressor. The stationary blades are the stators SOLO Compressor The compressor is driven by the turbine. The compressor rotates at a very high speed, adding energy to the airflow and at the same time squeezing (compressing) it into a smaller space. Compressing the air increases its pressure and temperature. In most turbojet-powered aircraft, bleed air is extracted from the compressor section at various stages to perform a variety of jobs including air conditioning/pressurization, engine inlet anti-icing and turbine cooling. Bleeding air off decreases the overall efficiency of the engine, but the usefulness of the compressed air outweighs the loss in efficiency. Several types of compressor are used in turbojets and gas turbines in general: axial, centrifugal, axial-centrifugal, double-centrifugal, etc. Early turbojet compressors had overall pressure ratios as low as 5:1 (as do a lot of simple auxiliary power units and small propulsion turbojets today). Aerodynamic improvements, plus splitting the compression system into two separate units and/or incorporating variable compressor geometry, enabled later turbojets to have overall pressure ratios of 15:1 or more. For comparison, modern civil turbofan engines have overall pressure ratios of 44:1 or more. After leaving the compressor section, the compressed air enters the combustion chamber. Jet Engine
- 132. 132 Aircraft Propulsion System Diagramof a typical gas turbine jet engine SOLO Combustion Chamber The burning process in the combustor is significantly different from that in a piston engine. In a piston engine the burning gases are confined to a small volume and, as the fuel burns, the pressure increases dramatically. In a turbojet the air and fuel mixture passes unconfined through the combustion chamber. As the mixture burns its temperature increases dramatically, but the pressure actually decreases a few percent. The fuel-air mixture must be brought almost to a stop so that a stable flame can be maintained. This occurs just after the start of the combustion chamber. The aft part of this flame front is allowed to progress rearward. This ensures that all of the fuel is burned, as the flame becomes hotter when it leans out, and because of the shape of the combustion chamber the flow is accelerated rearwards. Some pressure drop is required, as it is the reason why the expanding gases travel out the rear of the engine rather than out the front. Less than 25% of the air is involved in combustion, in some engines as little as 12%, the rest acting as a reservoir to absorb the heating effects of the burning fuel. Another difference between piston engines and jet engines is that the peak flame temperature in a piston engine is experienced only momentarily in a small portion of the full cycle. The combustor in a jet engine is exposed to the peak flame temperature continuously and operates at a pressure high enough that a stoichiometric fuel-air ratio would melt the can and everything downstream. Instead, jet engines run a very lean mixture, so lean that it would not normally support combustion. A central core of the flow (primary airflow) is mixed with enough fuel to burn readily. The cans are carefully shaped to maintain a layer of fresh unburned air between the metal surfaces and the central core. This unburned air (secondary airflow) mixes into the burned gases to bring the temperature down to something a turbine can tolerate. Turbojet animation Jet Engine
- 133. 133 Combustion Chambers SOLO A MultipleCombustion Chamber Flame Stabilizing and General Flow Pattern Tubo-Annular Combustion Chamber Annular Combustion Chamber Aircraft Propulsion System Jet Engine
- 134. 134 Combustion Chambers SOLO The combustionefficiency of most aircraft gas turbine engines at sea-level takeoff conditions is almost 100%. It decreases nonlinear to 98% at altitude cruise conditions. Air-fuel ratio ranges from 50:1 to 130:1. For any type of combustion chamber there is a rich and weak limit to the air-fuel ratio, beyond which the flame is extinguished. The range of air-fuel ratio between the rich and weak limits is reduced with an increase of air velocity. If the increasing air mass flow reduces the fuel ratio below certain value, flame extinction occurs Typical combustion stability limits of an aircraft gas turbine Typical combustion efficiency of an aircraft gas turbine over the operational range Aircraft Propulsion System Jet Engine
- 135. 135 Aircraft Propulsion System Diagramof a typical gas turbine jet engine SOLO Gas Turbine A twin turbine and shaft arrangement. A triple turbine and shaft arrangement. The Gas Turbine energy is used to drive the Compressor, and in some turbine engines (i.e. Turboprop, Turboshaft or Turbofan Engines), energy is extracted by additional turbine discs and used to drive devices such as propellers, bypass fans Jet Engine
- 136. 136 Aircraft Propulsion System Diagramof a typical gas turbine jet engine SOLO Nozzle The primary objective of a nozzle is to use the heat and pressure of the exhaust gas to accelerate the jet to high speed so as to efficiently propel the vehicle. For air-breathing engines, if the fully expanded jet has a higher speed than the aircraft's airspeed, then there is a net rearward momentum gain to the air and there will be a forward thrust on the airframe. Many military combat engines incorporate an afterburner (or reheat) in the engine exhaust system. When the system is lit, the nozzle throat area must be increased, to accommodate the extra exhaust volume flow, so that the turbo machinery is unaware that the afterburner is lit. A variable throat area is achieved by moving a series of overlapping petals, which approximate the circular nozzle cross-section. Variable Exhaust Nozzle, on the GE F404-400 low-bypass turbofan installed on a Boeing F/A-18 Hornet Jet Engine
- 137. 137 SOLO Gas-Turbine Working Cyclein Pressure-Volume and Enthalpy-Entropy Diagram Klaus Hünecke, “Jet Engines – Fundamentals of Theory, Design and Operation”, 1997 Aircraft Propulsion System Jet Engine Return to Table of Content
- 138. 138 SOLO “The Jet Engine”Rolls-Royce Vertical/Short Take-Off and Landing (VSTOL) Reaction control system. Aircraft Propulsion System Harrier Jump Jet
- 139. 139 SOLO “The Jet Engine”Rolls-Royce Vertical/Short Take-Off and Landing (VSTOL) Deflector Nozzle Side mounted swivelling nozzle Thrust deflector systems Aircraft Propulsion System
- 140.
- 141. 141 Lockheed_Martin_F-35_Lightning_II STOVL The UniqueF-35 Fighter Plane, Movie USP 3” part F35 Joint Strike Fighter ENG, Movie SOLO Aircraft Propulsion System
- 142. 142 Vertical/Short Take-Off andLanding (VSTOL) Cutaway Yakovlev Yak-38 Folger Aircraft Propulsion System Return to Table of Content
- 143. 143 SOLO Klaus Hünecke, “JetEngines – Fundamentals of Theory, Design and Operation”, 1997 Military Turbofan Engines Aircraft Propulsion System
- 144. 144 Aircraft Propulsion System SOLO EngineControl System Engine Control System Basic Inputs and Outputs Engine Control System Input Signals: • Throttle Position (Pilot Control) • Air Data (from Air Data Computer) Airspeed and Altitude • Total Temperature (at the Engine Face) • Engine Rotation Speed • Engine Temperature • Nozzle Position • Fuel Flow • Internal Pressure Ratio at different Stages of the Engine Output Signals • Fuel Flow Control • Air Flow Control
- 145. 145 Aircraft Propulsion SystemSOLO ASimple Engine Control Systems : Pilot in the Loop A Simple Limited Authority Engine Control Systems TGT – Turbine Gas Temperature NH – Speed of Rotation of Engine Shaft Tt - Total Temperature FCU – Fuel Control Unit Engine Control System
- 146. 146 Aircraft Propulsion SystemSOLO ASimple Engine Control Systems : Pilot in the Loop A Simple Limited Authority Engine Control Systems Engine Control Systems : with NH and TGT exceedence warning Full Authority Engine Control Systems With Electrical Throttle Signaling : Engine Control System
- 147. 147 Aircraft Propulsion SystemSOLO AModern Simplified Engine Control System VSV – Variable Stator Vane EGT– Exhaust Gas Temperature PMA - Permanent Magnet Alternator FMU – Flow Management Unit AVM – Aircraft Vibration Monitoring Engine Control System
- 148. 148 Aircraft Propulsion SystemSOLO TurbojetEngine (EJ200 in Eurofighter Typhoon) Engine Control System Return to Table of Content
- 149.
- 150.
- 151. 151 SOLO Aircraft PropulsionSystem Fuselage and Engine Fuel System Siphoning theFuel from the Drop Tank To Main Tank Pump Transfer Distributed (Left) And Centralized (Right) Fuel System
- 152. 152 Aircraft Propulsion System SOLO FuelControl System Fuel System
- 153. 153 Aircraft Propulsion SystemSOLO Locationof fuel tanks in JAS 39 Gripen “On Aircraft Fuel Systems Conceptual Design and Modeling” Hampus Gavel Fuel System
- 154. 154 Aircraft Propulsion SystemSOLO Probeand drouge Air-to-Air Refueling of JAS 39 Gripen “On Aircraft Fuel Systems Conceptual Design and Modeling” Hampus Gavel Fuel System
- 155. 155 Aircraft Propulsion SystemSOLO F15C/D Fuel System Fuel System
- 156. 156 Aircraft Propulsion SystemSOLO FuelSystem F-35 JSF Return to Table of Content
- 157. 157 Aircraft Propulsion System SOLO PowerGeneration System
- 158. 158 Aircraft Propulsion System SOLO PowerGeneration System F-18E/F Variable-Speed Constant-Frequency (VSCF) Cycloconverter
- 159. 159 Aircraft Propulsion System SOLO PowerGeneration System F-22 Power Generation and Distribution System Return to Table of Content
- 160. 160 Aircraft Propulsion System SOLO EnvironmentalControl System
- 161. 161 Aircraft Oxigen SystemSOLO OnBoard Oxygen Generation System (Honeywell Aerospace Yeovil) Environmental Control System Return to Table of Content
- 162. 162 Aircraft Oxigen SystemSOLO OilSystem Engine Oil system Return to Table of Content
- 163. 163 Go to Fighter AircraftAvionics Part III SOLO Fighter Aircraft Avionics
- 164. References SOLO 164 PHAK Chapter 1- 17 http://www.gov/library/manuals/aviation/pilot_handbook/media/ George M. Siouris, “Aerospace Avionics Systems, A Modern Synthesis”, Academic Press, Inc., 1993 R.P.G. Collinson, “Introduction to Avionics”, Chapman & Hall, Inc., 1996, 1997, 1998 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical and Avionics Subsystem Integration”, John Wiley & Sons, Ltd., 3th Ed., 2008 Fighter Aircraft Avionics Ian Moir, Allan Seabridge, “Military Avionics Systems”, John Wiley & Sons, LTD., 2006
- 165. References (continue –1) SOLO 165 Fighter Aircraft Avionics S. Hermelin, “Air Vehicle in Spherical Earth Atmosphere” S. Hermelin, “Airborne Radar”, Part1, Part2, Example1, Example2 S. Hermelin, “Tracking Systems” S. Hermelin, “Navigation Systems” S. Hermelin, “Earth Atmosphere” S. Hermelin, “Earth Gravitation” S. Hermelin, “Aircraft Flight Instruments” S. Hermelin, “Computing Gunsight, HUD and HMS” S. Hermelin, “Aircraft Flight Performance” S. Hermelin, “Sensors Systems: Surveillance, Ground Mapping, Target Tracking” S. Hermelin, “Air-to-Air Combat”
- 166. References (continue –2) SOLO 166 Fighter Aircraft Avionics S. Hermelin, “Spherical Trigonometry” S. Hermelin, “Modern Aircraft Cutaway”
- 167. 167 SOLO Technion Israeli Institute ofTechnology 1964 – 1968 BSc EE 1968 – 1971 MSc EE Israeli Air Force 1970 – 1974 RAFAEL Israeli Armament Development Authority 1974 – 2013 Stanford University 1983 – 1986 PhD AA
- 168. SOLO 168 Civilian Aircraft Avionics FlightCockpit CIRRUS PERSPECTIVE Cirrus Perspective Avionics Demo, Youtube Cirrus SR22 Tampa Landing in Heavy Rain
- 169. SOLO 169 Flight Displays CIRRUS PERSPECTIVE CivilianAircraft Avionics
- 170. SOLO 170 Flight Displays CIRRUS PERSPECTIVE CivilianAircraft Avionics
- 171. SOLO 171 Flight Displays CIRRUS PERSPECTIVE CivilianAircraft Avionics
- 172. SOLO 172 Flight Displays CIRRUS PERSPECTIVE CivilianAircraft Avionics
- 173. SOLO 173 Flight Displays CIRRUS PERSPECTIVE CivilianAircraft Avionics
- 174. SOLO 174 Flight Displays CIRRUS PERSPECTIVE CivilianAircraft Avionics
- 175. SOLO 175 Flight Displays CIRRUS PERSPECTIVE CivilianAircraft Avionics
- 176. SOLO 176 Flight Displays CIRRUS PERSPECTIVE CivilianAircraft Avionics
- 177.
Editor's Notes
- #11 George M. Siouris, “Aerospace Avionics Systems, A Modern Synthesis”, Academic Press, Inc., 1993
- #12 George M. Siouris, “Aerospace Avionics Systems, A Modern Synthesis”, Academic Press, Inc., 1993
- #13 Frank J, Regan, Satya M. Anandakrishnan, “Dynamics of Atmospheric Re-Entry”, AIAA Education Series, 1993
- #14 Collinson, R.,P.,G., “Introduction to Avionics”, Chapman & Hall, 1996
- #15 Collinson, R.,P.,G., “Introduction to Avionics”, Chapman & Hall, 1996
- #16 Collinson, R.,P.,G., “Introduction to Avionics”, Chapman & Hall, 1996
- #17 Collinson, R.,P.,G., “Introduction to Avionics”, Chapman & Hall, 1996
- #18 Collinson, R.,P.,G., “Introduction to Avionics”, Chapman & Hall, 1996
- #19 Collinson, R.,P.,G., “Introduction to Avionics”, Chapman & Hall, 1996
- #21 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #22 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf http://www.youtube.com/watch?v=B23aLyAqqRM
- #23 Chapter 10 Aircraft Performance http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2010.pdf
- #24 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #25 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #26 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #27 USNavy-Instrument Flightmanual.pdf
- #28 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #29 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf http://www.youtube.com/watch?v=vICokuUAVAM
- #30 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #37 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #38 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #39 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #40 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #41 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf Flight Instruments, Chapter 3, FAA-H-8083
- #42 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf Flight Instruments, Chapter 3, FAA-H-8083
- #43 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #44 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #45 “Basic Guide to Advanced Navigation”, NATO Research and Technology Organisation Publication, SET-114/RTG-65,
- #46 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #47 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf Flight Instruments, Chapter 3, FAA-H-8083
- #48 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf Flight Instruments, Chapter 3, FAA-H-8083
- #49 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf Flight Instruments, Chapter 3, FAA-H-8083
- #50 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #51 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #52 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #53 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #54 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #55 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #56 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #57 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #58 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #59 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #60 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #61 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #62 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #63 Ian Moir, Allan Seabridge, “Military Avionics Systems”, John Wiley & Sons, LTD., 2006
- #64 Klaus Hünecke, “Modern Aircraft Design”, 1984,1987
- #65 Klaus Hünecke, “Modern Aircraft Design”, 1984,1987
- #74 Chapter 4 Aerodynamics of Flight http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2004.pdf
- #75 Collinson, R.,P.,G., “Introduction to Avionics”, Chapman & Hall, 1996
- #76 http://en.wikipedia.org/wiki/Aircraft_flight_control_system http://en.wikipedia.org/wiki/Flight_control_surfaces http://www.youtube.com/watch?v=A2BcAMl04AI
- #77 http://www.free-online-private-pilot-ground-school.com/Flight_controls.html
- #78 http://www.free-online-private-pilot-ground-school.com/Flight_controls.html
- #79 http://www.free-online-private-pilot-ground-school.com/Flight_controls.html
- #80 Chapter 5 Flight Control http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2005.pdf
- #81 Chapter 4 Aerodynamics of Flight http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2004.pdf
- #82 Chapter 4 Aerodynamics of Flight http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2004.pdf
- #83 Chapter 4 Aerodynamics of Flight http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2004.pdf
- #85 Chapter 7 Flight Instruments http://www.gov/library/manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2007.pdf
- #86 Anthony A. Lambregts, “Automatic Flight Control Systems”, Federal Aviation Administration, 1999
- #87 Anthony A. Lambregts, “Automatic Flight Control Systems”, Federal Aviation Administration, 1999
- #88 Toom Gretham, “Evolution of Powered Aircraft Flight Controls”, MOOG Inc. Aircraft Groop, Feb 10, 2012
- #89 Toom Gretham, “Evolution of Powered Aircraft Flight Controls”, MOOG Inc. Aircraft Groop, Feb 10, 2012
- #90 Toom Gretham, “Evolution of Powered Aircraft Flight Controls”, MOOG Inc. Aircraft Groop, Feb 10, 2012
- #91 Robert Stengel, “Aircraft Control Devices and Systems”, MAE 311, Stanford University
- #92 Toom Gretham, “Evolution of Powered Aircraft Flight Controls”, MOOG Inc. Aircraft Groop, Feb 10, 2012
- #93 Toom Gretham, “Evolution of Powered Aircraft Flight Controls”, MOOG Inc. Aircraft Groop, Feb 10, 2012 http://www.youtube.com/watch?v=90OeBXyylds
- #94 Toom Gretham, “Evolution of Powered Aircraft Flight Controls”, MOOG Inc. Aircraft Groop, Feb 10, 2012
- #95 Toom Gretham, “Evolution of Powered Aircraft Flight Controls”, MOOG Inc. Aircraft Groop, Feb 10, 2012
- #96 Toom Gretham, “Evolution of Powered Aircraft Flight Controls”, MOOG Inc. Aircraft Groop, Feb 10, 2012
- #97 Toom Gretham, “Evolution of Powered Aircraft Flight Controls”, MOOG Inc. Aircraft Groop, Feb 10, 2012
- #98 Toom Gretham, “Evolution of Powered Aircraft Flight Controls”, MOOG Inc. Aircraft Groop, Feb 10, 2012 http://www.youtube.com/watch?v=A0o27bPsmuc
- #99 Toom Gretham, “Evolution of Powered Aircraft Flight Controls”, MOOG Inc. Aircraft Groop, Feb 10, 2012
- #100 R.P. Kurzhals Ed., , “Active Control in Aircraft Design”, AGARDograph No. 234, 1978, Charles A. Anderson, “F-16 Multi-National Fighters”
- #101 R.P. Kurzhals Ed., , “Active Control in Aircraft Design”, AGARDograph No. 234, 1978, Charles A. Anderson, “F-16 Multi-National Fighters”
- #102 R.P. Kurzhals Ed., , “Active Control in Aircraft Design”, AGARDograph No. 234, 1978, Charles A. Anderson, “F-16 Multi-National Fighters”
- #103 R.P. Kurzhals Ed., , “Active Control in Aircraft Design”, AGARDograph No. 234, 1978, Charles A. Anderson, “F-16 Multi-National Fighters”
- #104 R.P. Kurzhals Ed., , “Active Control in Aircraft Design”, AGARDograph No. 234, 1978, Charles A. Anderson, “F-16 Multi-National Fighters”
- #105 R.P. Kurzhals Ed., , “Active Control in Aircraft Design”, AGARDograph No. 234, 1978, Charles A. Anderson, “F-16 Multi-National Fighters”
- #106 R.P. Kurzhals Ed., , “Active Control in Aircraft Design”, AGARDograph No. 234, 1978, Charles A. Anderson, “F-16 Multi-National Fighters”
- #107 R.P. Kurzhals Ed., , “Active Control in Aircraft Design”, AGARDograph No. 234, 1978, Charles A. Anderson, “F-16 Multi-National Fighters”
- #108 R.P. Kurzhals Ed., , “Active Control in Aircraft Design”, AGARDograph No. 234, 1978, Charles A. Anderson, “F-16 Multi-National Fighters”
- #109 R.P. Kurzhals Ed., , “Active Control in Aircraft Design”, AGARDograph No. 234, 1978, Charles A. Anderson, “F-16 Multi-National Fighters”
- #110 R.P. Kurzhals Ed., , “Active Control in Aircraft Design”, AGARDograph No. 234, 1978, Charles A. Anderson, “F-16 Multi-National Fighters”
- #111 R.P. Kurzhals Ed., , “Active Control in Aircraft Design”, AGARDograph No. 234, 1978, Charles A. Anderson, “F-16 Multi-National Fighters”
- #112 Flight Control Law Design - An Industry Perspective, GJBalas_European Control Conference 2003
- #113 John F. Carter, “Production Support Flight Control Computers: Research Capability for F/A-18”, NASA/TM-97-206233
- #114 “Validation of Flight Critical Control System” AGARD ADVISORY REPORT 274, December 1991 Joel R. Sitz, “F-18 Systems Research Aircraft Facility”, NASA Technical Memorandum 4433, December 1992
- #115 “Validation of Flight Critical Control System” AGARD ADVISORY REPORT 274, December 1991
- #116 M. Cristopher Cotting, “Aircraft Control Sizing”, VirginiaTech, 2009
- #117 Mario V. Valdo, “Servo Hydraulic Technology in Flight Control”, MOOG Inc. Aircraft Groop, May 14-15, 2012
- #118 Mario V. Valdo, “Servo Hydraulic Technology in Flight Control”, MOOG Inc. Aircraft Groop, May 14-15, 2012
- #119 Mario V. Valdo, “Servo Hydraulic Technology in Flight Control”, MOOG Inc. Aircraft Groop, May 14-15, 2012
- #120 Flight Control Law Design - An Industry Perspective, GJBalas_European Control Conference 2003
- #121 Mario V. Valdo, “Servo Hydraulic Technology in Flight Control”, MOOG Inc. Aircraft Groop, May 14-15, 2012
- #122 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #124 http://en.wikipedia.org/wiki/Turbojet http://en.wikipedia.org/wiki/Components_of_jet_engines
- #125 http://en.wikipedia.org/wiki/Turbojet http://en.wikipedia.org/wiki/Components_of_jet_engines
- #126 http://en.wikipedia.org/wiki/Turbojet http://en.wikipedia.org/wiki/Components_of_jet_engines
- #127 http://en.wikipedia.org/wiki/Turbojet http://en.wikipedia.org/wiki/Components_of_jet_engines
- #128 http://en.wikipedia.org/wiki/Turbojet http://en.wikipedia.org/wiki/Components_of_jet_engines
- #129 http://en.wikipedia.org/wiki/Turbojet http://en.wikipedia.org/wiki/Components_of_jet_engines Klaus Hünecke, “Jet Engines – Fundamentals Of Theory, Design and Operation”, 1997
- #130 Klaus Hünecke, “Jet Engines – Fundamentals Of Theory, Design and Operation”, 1997
- #132 http://en.wikipedia.org/wiki/Turbojet http://en.wikipedia.org/wiki/Components_of_jet_engines
- #133 http://en.wikipedia.org/wiki/Turbojet http://en.wikipedia.org/wiki/Components_of_jet_engines
- #134 http://en.wikipedia.org/wiki/Turbojet http://en.wikipedia.org/wiki/Components_of_jet_engines
- #135 http://en.wikipedia.org/wiki/Jet_engine
- #136 http://en.wikipedia.org/wiki/Turbojet http://en.wikipedia.org/wiki/Components_of_jet_engines
- #137 http://en.wikipedia.org/wiki/Turbojet http://en.wikipedia.org/wiki/Components_of_jet_engines
- #138 Klaus Hünecke, “Jet Engines – Fundamentals Of Theory, Design and Operation”, 1997
- #141 http://www.zonamilitar.com.ar/foros/threads/cutaways-cortes-esquem%C3%A1ticos-de-aviones.24700/page-20
- #142 http://www.youtube.com/watch?v=Ppq3p7Ns57o http://www.youtube.com/watch?v=SyrvFuDcZ04
- #143 http://www.zonamilitar.com.ar/foros/threads/cutaways-cortes-esquem%C3%A1ticos-de-aviones.24700/
- #144 Klaus Hünecke, “Jet Engines – Fundamentals Of Theory, Design and Operation”, 1997
- #145 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #146 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #147 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #148 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #149 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #150 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #151 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #152 Hampus Gavel, “On Aircraft Fuel System, Conceptual Design and Modeling”, Linkoping Studies in Science and Technology, Dissertations, No. 1067
- #153 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #154 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #155 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #157 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #158 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #159 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #160 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #161 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.
- #162 Ian Moir, Allan Seabridge, “Military Avionics Systems”, John Wiley & Sons, LTD., 2006
- #163 Ian Moir, Allan Seabridge, “Military Avionics Systems”, John Wiley & Sons, LTD., 2006
- #169 http://cirrusaircraft.com/multimedia/#primary
- #170 http://cirrusaircraft.com/multimedia/#primary
- #171 http://cirrusaircraft.com/multimedia/#primary
- #172 http://cirrusaircraft.com/multimedia/#primary
- #173 http://cirrusaircraft.com/multimedia/#primary
- #174 http://cirrusaircraft.com/multimedia/#primary
- #175 http://cirrusaircraft.com/multimedia/#primary
- #176 http://cirrusaircraft.com/multimedia/#primary
- #177 http://cirrusaircraft.com/multimedia/#primary
- #178 Ian Moir, Allan Seabridge, “Aircraft Systems, Mechanical, Electrical, and Avionics Subsystem Integration”, 3th Ed.