Ford Tri-Motor by William T Larkins

By William T Larkins

;Ford Tri-Motor[Aircraft Profile 156] КНИГИ ;ВОЕННАЯ ИСТОРИЯ Название:Ford Tri-MotorАвтор:William T Larkins Серия: plane Profile 156 Издательство: Profile courses Ltd Год издания: 1967 Страниц:16 Формат: PDF в rarЯзык: английский Размер: 12.86 Мб Для сайта: Мир книгАмериканский пассажирский самолёт Ford Trimotor производился серийно в 1927—1933 компанией Генри Форда. Первый экономически выгодный авиалайнер США, находился в эксплуатации до 1989 года zero

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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 [18]. 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.

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