Abstract
The conceptual design parameters and design processes which are used to access the development of the generic stability and control method are identified and discussed in Sect. 4.4. Primarily, design related commonalties and peculiarities for the range of conventional and unconventional aircraft types are considered.
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Notes
- 1.
The axis of abscissa represents the flight Mach number , the axis of the ordinate the ratio of range versus Earth circumference.
- 2.
Figure 4.2 does not imply that the design parameter space is a continuum; in fact, several aircraft configurations and concepts belong into discrete groups (e.g., a wing may inherit either the variable sweep or fixed sweep concept ).
- 3.
The classification scheme relates to the foundations laid for the KBS, see Sect. 2.5.2.
- 4.
An extended version of this Virtual Toolbox can be used for brainstorming sessions, to stimulate creaticity during the configuration definition phase.
- 5.
Second generation SCT projects are the US HSCT (High-Speed Commercial Transport ) and the European ESCT (European Supersonic Commercial Transport ).
- 6.
The time scale allocated obviously needs modification, but the development trends seem to be valid when reviewing the number of current US X-plane research programmes.
- 7.
Much empirical data exists which is not included in low-order codes.
- 8.
During the conceptual design stage, only gross geometric parameters are available and are of relevance.
- 9.
The term CE (Control Effector ) is used throughout this report to describe all types of controls, including aerodynamic controls, thrust vectoring , thrusters or jets, etc.
- 10.
The following lists some of the expressions used alone or in combination to define the term ‘derivative ’: coefficient, parameter , static , dynamic , longitudinal , lateral -directional , aerodynamic, stability , control , cross, damping , aeroelastic, static , dynamic , quasi-static , rotary , translational, equivalent, linear, non-linear, rate, time-dependent, …
- 11.
Primary controls (PC) are: LoCE, DiCE, and LaCE (elevator , elevon , aileron , taileron , rudder , drag rudder , spoiler , canard , body flap , thrustvector, etc.).
- 12.
Secondary controls (SC) are: trailing-edge flaps, leading-edge flaps , air brakes , etc.
- 13.
Configuration settings (CS) are: landing gear position, wing tip deflection angle (XB-70 ), etc.
- 14.
The following theoretical modifications have been introduced: the wing edge square-root singularity , the logarithmic singularity in the case of flap deflection of the vortex distribution, and the Cauchy singularity in the downwash integral .
- 15.
The dynamic analysis is expected to fine-tune the configuration .
- 16.
The method is primarily developed for Airbus Industrie type transonic transport aircraft .
- 17.
The approach is used at Lockheed Martin Skunk Works and it is only an assumption that it is integrated into a multidisciplinary synthesis environment, see Nikolai [180].
- 18.
The approach is primarily developed for fighter type configurations and the High-Speed Commercial Transport (HSCT).
- 19.
The dynamic parameter approach is based on eigenvalues of the aircraft equations of motion , linearised about a specific trimmed or steady-state flight condition .
- 20.
To recall, in classical aircraft design , design for stability and control follows a predefined schedule. First, a c.g. range is pre-defined as an operational requirement. Consequently, the range of stability is given and must be provided by hardware design decisions. With this pre-defined stability scenario, control is evaluated in a second step throughout the flight envelope . In the case of deficient control authority , modifications are unavoidable which in turn effect stability as well. This hardware design coupling of stability and control can not be avoided for unaugmented aircraft types and poses design trade-off constraints on behalf of the designer.
- 21.
The concept of the free-floating canard must be regarded as an exceptional case. The n.p.-position of the aircraft is, however, not influenced by permanent deflection of the canard surface. For more detail see Middel [185].
- 22.
The construction of the sizing diagram for the CEs of a OFWC represents a real challenge. An elevon functions as a LoCE, LaCE and eventually as well as a DiCE. Design aspects like control allocation schemes need to be considered, leading to sizing diagrams which consequently will have lost physical transparency and simplicity.
- 23.
The term RSS implies relaxed stable and indifferent, but as well unstable airframes.
- 24.
Relaxing stability has been traditionally an add-on performance improvement measure for commercial transport aircraft , with little but usually no effect on the overall aircraft layout; for fighters, the implementation of RSS has been dictated by manoeuverability demands.
- 25.
The emulation of a FCS using the simplified control law (ESD-approach) has certain limitations. It is impossible to emulate a FCS representation valid for generic conceptual design . The typical pre-selected feedback variables for conventional aircraft might be misleading for novel aircraft applications. Although the ESD-approach has an overall generic character, the selection of the feedback variables might be case-specific. Follow-on studies have to determine the most suitable choice of feedback variables for the range of aircraft configurations and concepts. The following assumes the classical feedback variables.
- 26.
Although the design of a simplified SAS appears not too difficult, the main challenge, however, arises in off-design conditions.
- 27.
An ad hoc distribution frequently advocated for the TSC is to carry no load on the tail. An alternative is to carry equal but opposite loads on the canard and tail.
- 28.
The coupled static 6-DOF EOM are called trim EOM.
- 29.
Simplicity has highest priority during conceptual design evaluations due to permanent design data shortage and computing time limitations.
- 30.
In case of no interdisciplinary coupling effect of a design parameter at conceptual design level, its investigation can be done with more freedom and accuracy at a more detailed analysis level.
- 31.
ESCT stands for European Supersonic Commercial Transport .
- 32.
The simulator in Toulouse/France is owned by Air France, the simulator in Bristol/United Kingdom is owned by British Airways.
- 33.
The underlying aerodynamic database includes α− and β-sweeps well beyond standard operational limits [233].
- 34.
FBW system incorporating C* law.
- 35.
Design guidelines for the variety of aircraft configurations and concepts are embedded in the KBS, see Sect. 2.5.
- 36.
The calculation methods are discussed in Chap. 5.
- 37.
CEV (Centre d’Essais en Vol) – French Flight Test Centre (Certification Authority—DGAC).
- 38.
On Airbus aircraft , the problem has been resolved with the Attitude-Protection system, which reduces the elevator -pull authority; the system prevents the dangerous exceedance of αmax.
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Chudoba, B. (2019). Generic Characterisation of Aircraft—Parameter Reduction Process. In: Stability and Control of Conventional and Unconventional Aerospace Vehicle Configurations. Springer Aerospace Technology. Springer, Cham. https://doi.org/10.1007/978-3-030-16856-8_4
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