Über die Autorin bzw. den Autor

N. Harris McClamroch is professor of aerospace engineering at the University of Michigan. He has been an educator and researcher in flight dynamics and control for more than forty years.

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"Steady Aircraft Flight and Performance is very well written, and it contains many useful figures and illustrations. The level of presentation is readily accessible to its intended audience--undergraduate students in aerospace engineering--and the numerous examples and problems help solidify the concepts presented in the book. MATLAB code is included for many problems, facilitating the transition from concepts to computation."--Robert F. Stengel, Princeton University

"This book is right on the mark. McClamroch's theoretical developments are, as usual, very rigorous and detailed."--Eric Feron, Georgia Institute of Technology

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"Steady Aircraft Flight and Performance is very well written, and it contains many useful figures and illustrations. The level of presentation is readily accessible to its intended audience--undergraduate students in aerospace engineering--and the numerous examples and problems help solidify the concepts presented in the book. MATLAB code is included for many problems, facilitating the transition from concepts to computation."--Robert F. Stengel, Princeton University

"This book is right on the mark. McClamroch's theoretical developments are, as usual, very rigorous and detailed."--Eric Feron, Georgia Institute of Technology

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STEADY AIRCRAFT FLIGHT AND PERFORMANCE

PRINCETON UNIVERSITY PRESS

Contents

LIST OF ILLUSTRATIONS.............................................................................xiLIST OF MATLAB M-FILES............................................................................xvPREFACE AND ACKNOWLEDGMENTS.......................................................................xix1 Aircraft Components and Subsystems..............................................................12 Fluid Mechanics and Aerodynamics................................................................93 Aircraft Translational Kinematics, Attitude, Aerodynamic Forces and Moments.....................244 Propulsion Systems..............................................................................475 Prelude to Steady Flight Analysis...............................................................566 Aircraft Steady Gliding Longitudinal Flight.....................................................697 Aircraft Cruise in Steady Level Longitudinal Flight.............................................908 Aircraft Steady Longitudinal Flight.............................................................1219 Aircraft Steady Level Turning Flight............................................................17110 Aircraft Steady Turning Flight.................................................................21411 Aircraft Range and Endurance in Steady Flight..................................................28512 Aircraft Maneuvers and Flight Planning.........................................................31913 From Steady Flight to Flight Dynamics..........................................................344Appendix A The Standard Atmosphere Model..........................................................379Appendix B End-of-Chapter Problems................................................................382REFERENCES........................................................................................385INDEX.............................................................................................387

Chapter One

This chapter deals with the fundamental physical components and properties of conventional fixed-wing aircraft. This material is covered in detail in many textbooks (see Anderson [1998, 2000], Asselin [1997], Eshelby [2000], Layton [1988], Lowry [1999], Mair and Birdsall [1996], Roskam and Lan [1997], Saarias [2006], Shevell [1988], Torenbeek and Wittenberg [2009], and Yechout and Bossert [2003]); see Collinson (1996) for an overview that also describes flight instruments and avionics. The treatment here is brief and emphasis is given to the aspects of conventional aircraft that are most related to their flight characteristics.

1.1 Aircraft Subsystems for Conventional Fixed-Wing Aircraft

Figure 1.1 illustrates a conventional fixed-wing aircraft that is the basic flight vehicle of interest in this book. The key physical components, or subsystems, that define the aircraft are the fuselage, the wings, the horizontal tail, the vertical tail, and the propulsion system. The fuselage provides working volume for passengers, cargo, and aircraft subsystems that are internal to the aircraft. The fuselage is important in terms of achieving particular flight missions, but it is not especially important from a flight performance perspective. The two wings are crucial for flight, since their main purpose is to generate lift. The aircraft illustrated in Figure 1.1, and all aircraft considered hereafter, are fixed-wing aircraft, since the wings are rigidly attached to the fuselage. This is in contrast with helicopters or other rotary wing flight vehicles that generate lift using rotating blades.

Other important flight subsystems, illustrated in Figure 1.1, are the horizontal tail, the vertical tail, and the engines. The horizontal and vertical tails are rigidly attached to the fuselage as indicated. The horizontal tail provides longitudinal stability and control capability, while the vertical tail provides directional stability and control capability. The engines are crucial flight subsystems, since they generate the thrust force that acts on the aircraft. Note that gliding flight, studied in chapter 6, occurs if the engines are turned off so that they do not generate thrust; gliders have no propulsion system.

The above descriptions imply that the aircraft can be viewed as a rigid body, and this is the perspective that is taken throughout. That is, there is no relative motion between the physical aircraft subsystems such as the fuselage, the wings, and the vertical and horizontal tails. Since many forces act on these physical subsystems, the rigid body assumption is only a crude approximation. In fact, the aircraft physical structures deform under the applied forces that occur during flight. Issues of structural design and analysis are important to guarantee that the rigid body assumption is justified.

This is the appropriate point to mention another important assumption that holds throughout the analysis presented subsequently. The complete aircraft, consisting of the fuselage, the wings, the horizontal and vertical tails, and all other flight subsystems, has a plane of mass symmetry that exactly bisects the aircraft. This assumption is a consequence of the design of conventional fixed-wing aircraft where, in particular, engines mounted on the fuselage or the wings are balanced to satisfy this mass symmetry assumption.

1.2 Aerodynamic Control Surfaces

Figure 1.2 illustrates three types of aerodynamic control surfaces: the elevator, the ailerons, and the rudder. The elevator is one (or more than one) movable flap, located on the trailing edge of the horizontal tail. Deflection of the elevator changes the air flow over the horizontal tail in such a way that a pitch moment on the aircraft is generated. The ailerons consist of a pair of movable flaps, located on the trailing edge of each wing; ailerons usually operate in differential mode so that if one flap is deflected up the other flap is deflected down by the same amount or vice versa. Differential deflection of the ailerons changes the air flow over the wings in such a way that a roll moment on the aircraft is generated. The rudder is one (or more than one) movable flap, located on the trailing edge of the vertical tail. Deflection of the rudder changes the air flow over the vertical tail in such a way that a yaw moment on the aircraft is generated. The elevator deflection, rudder deflection, and the differential deflection of the ailerons are typically viewed as angles measured from some reference values.

These movable flaps are referred to as aerodynamic control surfaces; they generate moments on the aircraft according to the principles of aerodynamics. The precise meanings of pitch, roll, and yaw moments are described later. These moments are used to maneuver and control the flight of the aircraft.

Some modern aircraft have unconventional elevators, ailerons, and rudders, as well as additional flaps on the fuselage referred to as canards. Although many aerodynamic control surface designs are possible, they all are intended to generate pitch, roll, and yaw moments. The subsequent development in this book is based on the assumption that conventional elevators, ailerons, and rudders are utilized.

1.3 Aircraft Propulsion Systems

The aircraft engines, together with associated fuel tanks and related hardware, are referred...