By Alwyn T. Lloyd
This publication provides special images of the undercarriage, wheel wells, engines (both turbojet and turbofan), and flight decks you're not likely to come across in such a lot aviation books. My in simple terms quibble is web page forty six, which discusses the 707-200, a scorching send added completely to Braniff, within which the quick fuselage and wings of the 707-120 was once mated to the Pratt Whittney JT-4A turbojets of the -320 Intercontinental. images do certainly depict a 707-227, however the caption mentions that the plane pictured, N7071, used to be dropped at Braniff in July 1959. in reality, this plane crashed sooner than supply, making N7072 Braniffs first 707. the ground picture indicates a Braniff 720-027, now not a 707-227; that plane used to be built with a similar Pratt Whittney JT-3C turbojets of the 707-120 sequence.
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Extra resources for Boeing 707 and Awacs: In Detail and Scale
Finally, in the following, the fulfillment of these requirements will be confirmed in a nonlinear analysis: The nonlinear numerical simulation of the controlled aircraft using the gainscheduled controller is performed with the above explained FSD DA-42/FSA 6 DOF simulation model. The aircraft characteristics will be analyzed first for a command in the roll axis ( ), second for an atmospheric disturbance from the side. The analysis of the controlled aircraft is always executed in comparison to the uncontrolled one.
Baier and M. 5 δ -4 0 5 10 15 Time [s] 20 25 -1 30 0 5 10 15 Time [s] 20 25 30 4 ζ [°] ζ [°] 5 2 0 ξ [°] ξ [°] 0 -2 ξ -5 -4 0 5 10 15 Time [s] 20 25 30 re [°/s] re [°/s] 10 15 Time [s] 20 25 30 20 25 30 20 25 30 5 0 pe [°/s] pe [°/s] 0 -5 0 5 10 15 Time [s] 20 25 -5 re -10 pe 30 0 20 20 10 10 Φ [°] Φ [°] 5 10 5 5 10 15 Time [s] 0 β [°] 0 β [°] ζ 0 -10 -20 β Φ β ny -10 -20 0 5 10 15 Time [s] 20 25 30 0 5 10 15 Time [s] Fig. 13 Comparison of controlled (gain-scheduled controller) and uncontrolled aircraft for roll command The analysis of the disturbance behavior shows that the stability characteristics of the controlled aircraft are superior compared to the characteristics of the uncontrolled one.
Az 1 1 θ˙M = M + VM sin2 ψM tan θL cos θM + VM cos ψM sin θM VM R R ayM 1 − VM sin θM sin ψM cos ψM tan θL VM cos θM R 1 1 + VM sin2 θM sin ψM + VM cos θM sin ψM R cos θM R (4) ψ˙ M = (5) where R is the distance between the vehicle and the target, VM is the speed of the vehicle, and ayM and azM are yaw and pitch accelerations of the vehicle, respectively. To achieve the terminal angle constraints, let us define variables θLd and ψLd . θLd = θL0 − λyd (6) ψLd = ψL0 − λzd (7) where θL0 and ψL0 are the initial elevation and azimuth angles, respectively, and λyd and λzd are the desired LOS rotation angles, respectively.