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Lecture 2 Transition from Considerations of Performance to Stability & Control: Steady Glider Performance

Flying Wing Problem A flying wing problem is used to demonstrate the transition from performance considerations to stability and control considerations. It includes the following elements: (1) Establishment of a flight path from Point A to Point B. (flight dynamics/performance) (2) Control requirements for flight path implementation. (control) (3) Quality of equilibrium (trim) associated with the flight path. (stability)

A Flying Wing Example

A flying wing glider configuration rests on the flat top of a mountain 2000 ft (MSL) high. The mountain is surrounded with water (sea level) and has steep cliffs on all sides. The nearest land mass is located 20,000 ft in the distance at sea level. Can the glider configuration fly from the mountain top to the land mass without touching water? A Cliff (Additional information on next slide)

2000 ft

20,000 ft

Sea level water surface

Land mass

Additional Information about the glider configuration

Cdo = zero lift drag coefficient = 0.035 W = glider + pilot weight = 200 lb AR = glider aspect ratio (length to breadth) = 8

e = glider span efficiency factor = 0.85


S = glider wing area = 80 sq ft r = atmospheric density = 0.002378 slug/ft3

(assume constant density)

Fundamental question to be answered Is there an admissible flight path that spans the 20,000 ft distance from point A to point B? This is a performance problem. We need only be concerned with the motion of the glider cg. That is, the wing/pilot can be considered as a point mass. The ensuing motion is governed by Newtons laws. They provide the basis for the simulation of the admissible flight paths.

Lift, L
g Free stream velocity, V g g Local Horizon

Drag, D
Weight, W g = Flight Path Angle

Lift, L
g Free stream velocity, V g g Local Horizon

Drag, D
Weight, W g = Flight Path Angle

x = range coordinate h = altitude coordinate

x Coordinate System V

Vh
Vx

Velocity Components

g
Apply Newtons 2nd Law Note: g = acceleration of gravity

g
D W

+ S Fx = -D cos(g) L sin(g) = (W/g) d(Vx)/dt + S Fh = L cos(g) - D sin(g) - W = (W/g) d(Vh)/dt


Note: These ordinary differential equations are 1st order in velocity components.

(1)
(2)

Relationship between velocity components, range coordinate, and altitude coordinate. Vh = d(h)/dt Vx = d(x)/dt (3) (4)

Note that these equations are kinematic in Nature and are essentially used to reduce the previous equations (Newtons 2nd law) to first order equations.

Lift and Drag Force Definitions Lift and Drag are traditionally defined in the following terms: L = CL (1/2) r V2 S (5) D = CD (1/2) r V2 S (6)
Lift components sum to produce total lift Pressure differential between upper and lower surfaces Wing Fuselage Horizontal tail Drag components sum to produce total drag Skin friction Base pressure differential Shock-induced pressure differential (M > 1)

where CL = Lift Coefficient CD = Drag Coefficient r = Atmospheric density S = Configuration wing area

Lift/Drag Relationship

A 2nd order relationship termed parabolic drag polar exists between lift and drag for streamlined configurations. This relationship is generally used in a performance analysis and is given by:
CD = Cdo + CL2/(p e AR) (7)

where Cdo = zero lift drag coefficient and CL2/(p e AR) = induced drag coefficient

Velocity Components Defined

The relationship between the wing/pilot Velocity (V) and the horizontal/vertical velocity components (Vx and Vh) must be defined and included in the final set of equations.

V2 = Vx2 + Vh2

(8)

Flight Path Definition


Finally, the flight path angle must be defined in terms of the velocity components.

g = tan-1(Vh/Vx)

(9)

All equations required to establish the set of admissible flight paths from point A to point B have been developed in the previous discussions. The equations can now be collected.

Equation Set

-D cos(g) - L sin(g) = (W/g) d(Vx)/dt L cos(g) - D sin(g) - W = (W/g) d(Vh)/dt Vh = d(h)/dt Vx = d(x)/dt L = CL (1/2) r V2 S D = CD (1/2) r V2 S CD = Cdo + CL2/(p e AR) V2 = Vx2 + Vh2 g = tan-1(Vh/Vx)

Variable Set

(D, g, L, Vx, Vh, h, x, CL, CD, V) (If sufficient boundary conditions are specified.)

Equation Set Closure Question Is there a unique solution to the system of equations? Answer One must determine if the system has closure. Count the number of equations and compare to the number of variables. 9 equations - - - 10 variables (1 excess variable)

Therefore a unique solution does not exist. In fact, the system has infinite solutions. Reasonable result???

Reasonable Result!!!
One shouldnt expect a unique flight path. That could occur only if the excess variable in the set is specified. That would provide closure for the system and a unique flight path would result.

Sounds like control! Its only reasonable to believe that the interaction between the pilot and the wing during the flight process can, and does, impact the flight path characteristics. That is, the pilot can control the flight.

What Variable Should be Specified?


That is, what should be used as the control variable? Looks as if CL (lift coefficient) would be most appropriate. In fact, the pilot can control the attitude of the wing during the flight process to set instantaneous values for CL. It would appear that if you want the best chance to glide from cliff to land mass, you must generate the CL function that will maximize the range of the configuration.

How Does One Solve the System of Equations?

How Does One Determine the Best CL Function?

Lets assume a constant value for CL throughout the flight. Furthermore lets investigate only the equilibrium flight paths that occur between points A and B.

This can be accomplished by merely setting the accelerations to zero and solving the system of equations for all remaining variables.

-D cos(g) - L sin(g) = 0

(1)

L cos(g) - D sin(g) - W = 0
Vh = d(h)/dt

(2)
(3)

Vx = d(x)/dt
L = CL (1/2) r V2 S D = CD (1/2) r V2 S CD = Cdo + CL2/(p e AR) V2 = Vx2 + Vh2 g = tan-1(Vh/Vx)

(4)
(5) (6) (7) (8) (9)

Reduced equation set:


g = tan-1(-CD/CL)
CD = Cdo + CL2/(p e AR) V2 = 2.0/(r S)[ W/(CL cos(g) - CD sin(g)) ] range = -2000.0/tan(g)

(1)
(2) (3) (4) Set CL value Evaluate CD from (2) Evaluate g from (1) Evaluate V from (3) Evaluate Range from (4)

Procedure

CL 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0

Gamma -10.5 -7.5 -6.0 -5.3 -4.9 -4.6 -4.6 -4.7 -4.8

Velocity 102 83 72 65 59 55 51 48 46

Range 10,850 15,300 18,800 21,410 23,140 24160 24,630 24,690 24,000

Unsteady Flight Paths Considered Next Period

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