23.Engineering Management by John G. Webster (Editor)

By John G. Webster (Editor)

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6. Of particular interest here is the nested loop structure mentioned in the preceding. Here, the innermost feedback loop involves AIRCRAFT DYNAMICS AND CONTROL 17 Fig. 6. Flight control system for the example. feedback of pitch attitude θ with the elevator serving as the control effector. The error θc − θ serves as an input to the pitch compensation element Gθ . The pitch-attitude command θc is the output of the altitude-rate compensation element that receives the error signal h˙ c − h˙ as its input.

In particular, the assumption of small perturbation motion about an equilibrium condition of steady, wings-level flight would, of itself, seem to be frequently violated in an aircraft’s operational envelope. With the exception of large-amplitude maneuvering, however, such violations, when they do occur, typically have only a minor effect upon the utility of the equations for control-system design. One significant reason for this is that feedback itself ameliorates the effects of errors or changes in the model of the aircraft being controlled.

The assumptions leading to the development of the linearized aircraft equations of motion would appear to significantly restrict their utility in control-system design. In particular, the assumption of small perturbation motion about an equilibrium condition of steady, wings-level flight would, of itself, seem to be frequently violated in an aircraft’s operational envelope. With the exception of large-amplitude maneuvering, however, such violations, when they do occur, typically have only a minor effect upon the utility of the equations for control-system design.

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