JBEFERENCE USE ONLY?

REPORT NO. D0T-TSC-FAA-7M2

SIMULATION MODEL FOR THE

CONVAIR CV-880 AND BOEING 720 B
AIRCRAFT-AUTOPILOT SYSTEMS IN
THE APPROACH CONFIGURATION

JOSEPH S. KOZIOL JR.

TRANSPORTATION SYSTEMS CENTER
55 BROADWAY
CAMBRIDGE, MA. 02142

JULY 1971
PRELIMINARY MEMORANDUM

Prepared for
FAA/SRDS
800 INDEPENDENCE AVE. S.W.
WASHINGTON, D.C. 20590
 *.

The contents of this report reflect the views

of the Federal Aviation Administration which
is responsible for the facts and the accuracy
of the data presented herein. The contents
do not necessarily reflect the official views
or policy of the Department of Transportation
This report does not constitute a standard,
specification or regulation.
 2. Government Accession No. 3. Recipient's Catalog No.
1. Report No.
DOT-TSC-FAA-71-12
5. Report Date
4. Title and Subtitle Simulation Model For the
July, 1971
Convair CV-880 and Boeing 720 B Aircraft-
6. Performing Organization Code
Autopilot Systems in the Approach Config-
PGL
8. Performing Organization Report No.
7.. AutWs)
V Authors) . . _
Joseph S. Koziol, Jr.
10. Work Unit No.
9. Performing Organization Name and Address
PPA FA12 (FY 71)
DOT/Transportation Systems Center 11. Contract or Grant No.

55 Broadway
Cambridge, Mass. 02142 13. Type of Report and Period Covered

12. Sponsoring Agency Name and Address preliminary

FAA/SRDS Memorandum
800 Independence Ave., S. W. 14. Sponsoring Agency Code
Washington, D. C. 20590 (202)426-8605 FAA/SRDS

15. Supplementary Notes

16. Abstract

This report presents the basic equations and data required to

simulate the Convair CV-880 and Boeing 720 B aircraft-autopilot
systems in the approach configuration from altitude and heading
hold down to flare. The approach maneuver is discussed in Section I,
A fixed point aircraft model is assumed and is presented in
Section II. It consists of linearized, rigid body, six-degree-of-
freedom perturbation equations referenced to the stability axis,
body axis equations, Euler angle equations, trajectory equations
and hinge moment equations.

The basic vehicle data, trim data for the approach configuration,
and a description of the autopilot for the Convair CV-880 and
Boeing 720 B are presented in Sections III and IV respectively.
The Boeing 720 B data is incomplete: missing aircraft parameters
are noted while missing and unclear autopilot data are discussed
in Section IV. This data is currently being obtained from the
Boeing Company.

18. Distribution Statement

17. Key Word*
Aircraft-Autopilot Model, Unclassified-Limited (Distribution
Simulation Data, Convair CV-880 controlled by TSC Landing Systems
and Boeing 720 B aircraft, Flight Program Branch)
Control System, Instrument Landing;
y., O PP 22. Price
20. Security Class!f. (of this page) 21. No. of Pages
19, Security Clotilf. (of thii report)

Unclassified Unclassified 47
 TABLE OF CONTENTS
Page

LIST OF ABBREVIATIONS AND SYMBOLS

X
INTRODUCTION

SECTION I. THE APPROACH MANEUVER *

O
GENERAL ' *
ALTITUDE AND HEADING HOLD 2
LOCALIZER CAPTURE 3
LOCALIZER TRACK 3
GLIDESLOPE CAPTURE 3
GLIDESLOPE TRACK

SECTION 2. ANALYTICAL MODEL OF AIRCRAFT *

ASSUMPTIONS IN USING AIRCRAFT EQUATIONS •••;;; ; \ 4
AIRCRAFT EQUATIONS OF MOTION 8
BODY AXIS RATES AND VELOCITIES 8 '
ACCELERATION EQUATIONS 10
TRAJECTORY EQUATIONS. • • - .... 10
AIRCRAFT VELOCITY EQUATIONS n
GROUND EFFECT • 14
CONTROL SURFACE ACTUATORS

SECTION 3. CONVAIR CV-880 AIRCRAFT DATA -15

VEHICLE DESCRIPTION * 20
AUTOPILOT DESCRIPTION . 20
HEADING HOLD MODE 1 1 . 20
ALTITUDE HOLD MODE 20
LOCALIZER CAPTURE MODE 24
LOCALIZER INITIAL TRACK MODE 1 1 24
FINAL TRACK MODE 24
GLIDESLOPE TRACK MODE I

SECTION 4. BOEING 720-B AIRCRAFT DATA 27

VEHICLE DESCRIPTION 40

:: :::::
MANUAL ! ... 45
LOCALIZER . 46
ALTITUDE HOLD 46
GLIDESLOPE TRACK MODE
48
REFERENCES

ill
 LIST OF ILLUSTRATIONS

Page
Figure

2-1 Aircraft Linearized Perturbation Equations 5

2-2 initial Steady State and Disturbed Stability^ g
Axes
2-3 Definition of Airplane Angles and Sign Conventions. 7
9
2-4 Delineation of Axes

2-5 Ground Proximity Effects of Coefficients 13

3-1 Three View Configuration of CV-880 Airplane .... 15
22
3-2 Block Diagram - Roll Axis .

23
3-3 Block Diagram - Yaw Axis

3-4 Block Diagram - Pitch Axis, Cruise Modes 24

3-5 Block Diagram - Pitch Axis, Glideslope 26

3-6 Block Diagram - Throttle System 27

4-1 Boeing 720B Four-Engined Jet Transport 28

4-2 Engine Mechanization 34

4-3 Thrust, Thousands of Pounds 35

4t4 Pressure Ratio 36

4-5 High Pressure RPM, Percent 37

4-6 Low Pressure Rotor RPM, Percent 38

4-7 Turbine Discharge Total Temperature 39

4-8 Fuel Flow LBS/HR 40

4-9 • Localizer Mode Block Diagram 42

4-10 Autopilot Block Diagram, Pitch Channel 43

4-11 Autopilot Block Diagram, Yaw Channel 44

v
 Notation

b
Wing span feet/second
C
feet
Chord

feet

feet

Condition
0
stability

ch .. c, 1/radian

1/radian

I/radian

1/radian

n
1/radian

"—"

1/radian
Airplane Side Force Coefficient -
 LlST OF ABBREVIATES AND

Force
Center of Gravity of feet/second'
eg aeration of Gravity (32.2)
g
Ground Effect
feet
GE
Altitude

h Thrust
e
to degrees
i
Reference
Referen

2
Moment of Inertia about X, Y. slug-feet

or z axes
slug-feet

xz slug-feet'

Ground Effect Factor

K Distance .e-en c, ana
feet

Thrust Line in ** P

Mach. Number
slugs

Aircraft Mass
m
Roll Rate About Reference radians/second

P Axis System

Pitch Rate About Reference radians/second

Axis System
lbs/feet
Dynamic Pressure
q
Yaw Rate About Reference Axis radians/second
r
System

feet2
Wing Area
 LIST OF ABBREVIATIONS AND SYMBOLS (CONT)

Notation

Elevator Area (or Aileron or

Se'Sa'Sr Rudder) feet*

Change in Propulsive Thrust lbs

AT

Steady State Forward Velocity feet/second

Uo
Total Forward Velocity feet/second
U

Perturbed Forward Velocity feet/second

u

Total Lateral Velocity feet/second

V

Perturbed Lateral Velocity feet/second

v

True Airspeed knots

Wind Velocity feet/second

V
WIND

Total Normal Velocity feet/second

W

Perturbed Normal Velocity feet/second

w

X Distance from Center of Gravity

accel to Accelerometer Station feet

a Perturbed Angle of Attack with

Respect to Stability Axis radians

Trim Angle of Attack with Re

atrim spect to Fuselage Reference
Line degrees

a Increase of Trim Angle of

(trim)
GE Attack Due to GE (with Respect
to Fuselage Reference Line) degrees

a Angle of Attack at Zero Lift

OL
(with Respect to Fuselage
Reference Line) degrees

Side Slip Angle radians

xi .
 LIST OF ABBREVIATIONS AND SYMBOLS (CONT)

Notation

6e'6a'6r'6s'6f Elevator Deflection (or Ailer

on, Rudder, Spoiler or Flap) radians

6te'6ta'6tr Elevator tab deflection

Aileron or Rudder)
(or
radians

<5e ,6a ,<5r Elevator Servo Displacement

s' s' s
(or Aileron or Rudder) radians

Flight Path Angle-Steady

State Condition radians

Pitch Angle radians

Roll Angle radians

Yaw Angle radians

p Atmospheric Density slug/feet*

<*) Differentiation with

Respect to Time

Subscripts

a Aileron

B Fuselage Reference Frame

E Local Vertical Coordinate Frame

e Elevator

f Flaps

o Equilibrium or Reference Condition

r Rudder

s Spoiler

XII
 INTRODUCTION

This report represents one of a series of tasks at the Trans-

if

studies.

This report describes the Convair CV880 and Boeing 720 B air

research projects. The data for the Boeing 720 B was sup-

ssHs.
presented are discussed m Section 4
 SECTI ON 1. THE APPROACH MANEUVER

GENERAL

The approach maneuver, for purposes of this report, can be

considered segmented into five phases:

1. Altitude and Heading Hold (up to approach point)

2. Localizer Capture f
3. Localizer Track
4. Glideslope Capture
5. Glideslope Track

ALTITUDE AND HEADING HOLD

This phase provides control of the aircraft to selected head

ings and altitudes. Engagement of the Altitude and Heading Hold
function will cause the aircraft to be maintained at the precise
altitude and heading existing at engagement until a change in ref
erence is introduced. This will direct the aircraft to the point
of approach where the localizer portion of the ILS beam is inter
cepted. The ILS beam consists of a glideslope beam and a local
izer beam which provide vertical and lateral steering signals re
spectively for approaches to the runway. Normally, the approach
is defined as the phase beginning shortly before the aircraft
crosses the boundary of the localizer beam. This is considered
to be that angular distance (between 2 and 3 degrees depending
upon the length of the runway) from the centerline of the beam.
At the point of localizer interception, the aircraft is assumed
to be flying straight and level at a heading around 45 degrees to
the runway centerline. At this heading the aircraft is assured of
a clean interception of the beam, yet does not have to make an ex
cessive heading correction in order to align itself with the beam.

LOCALIZER CAPTURE

At some point after crossing the beam boundary, a capture

maneuver is initiated. The point of initiation is a function of
the logic built into the flight control system. The purpose of
the capture maneuver is to align the heading of the aircraft (or
more precisely the heading of the ground velocity vector) with
that of the localizer beam while at the same time positioning the
aircraft at the center of the localizer beam where the output of
the receiver is zero. The capture maneuver is accomplished by
performing a coordinated turn in the direction that reduces the
difference between the heading of the aircraft and the heading of
the beam. ("S" turns into the beam have been found to be undesir
able.) At some point near the completion of the turn, the Local
izer Track phase begins.
LOCALIZER TRACK

This Phase may be divided into two sections (Initial Track

and Final Track) according to the switching logic in the control
system The initial track begins at the completion of the local
ized capture maneuver and continues until glideslope capture oc
curs ^control system will then normally switch from Initial
Track to Final Track! This mode division will permit gam changes
in the flight control system to achieve tighter control. During
LocalLer Track if the aircraft is subjected to a steady wind at
r?ght angles to the localizer beam, the flight control system will
align the heading of the aircraft slightly up wind so that the
resultant ground velocity vector is aligned with the beam.

GLIDESLOPE CAPTURE

At some point after crossing the boundary of the glideslope

beam, the glideslope capture maneuver is initiated J*e p£P<*e
of this maneuver is to align the pitch angle of the £r«?" J™\

of the beam.

The capture maneuver is accomplished by performing a pitch

over to the angle of the glideslope. At some point near the com
pletion of the maneuver, the glideslope track phase begins.

GLIDESLOPE TRACK

The glideslope track phase begins at some point near the

completion of the glideslope capture maneuver. During this phase
the aircraft is controlled to track the center of the glideslope
beam. This phase ends at the initiation of the flare maneuver
which is not discussed in this report.
 SECTION 2. ANALYTICAL MODEL OF AIRCRAFT

... _Th? approach model common for the Convair CV880 and Boeina
720 B aircraft, consists of rigid-body, six-degree-of-freedom
aircraft perturbation equations referenced to the stability axis
body axis equations, Euler angle equations, trajectory equations''

All force and moment coefficients in the aircraft perturba-

lon equations are evaluated at reference flight condition? their
non-dimensional forms are usually referred to as the aircraft
^t^y der^va^lves prising from their use in classical aircraft
stability analysis. The stability derivatives together with trim
aerodynamic quantities constitute the conventional characteriza
tion of the aircraft aerodynamics at the particular flight condi-

ASSUMPTIONS IN USING AIRCRAFT EQUATIONS

The derivation of the aircraft equations involved the follow

ing assumptions.

1. Aircraft mass is constant.

2. The earth can be considered an inertial frame.
3. The aircraft is a rigid body.
4. The aircraft is symmetrical about its X-Z plane.
5. The aircraft is initially in symmetrical steady flight
with no linear or angular accelerations, no angular
rates, and no initial roll angle or lateral velocity.
6. Small disturbance (perturbation) theory is used. Motions
and forces are referred to the equilibrium flight condi
tion.

AIRCRAFT EQUATIONS OF MOTION

The linearized rigid-body, six-degree-of-freedom aircraft

perturbation equations of motion, referenced to the stability axis
system, are given in Figure 2-1. The stability axis system is an
orthogonal set of axes fixed to the aircraft center of mass.
These axes are adopted in this report because of their resulting
simplifications in the equations of motion and aerodynamic force
expressions. The initial steady state and disturbed stability
axes are depicted in Figure 2-2. Airplane angles and sign con
ventions are described in Figure 2-3. The X-axis points in the
direction of motion of the aircraft in a reference condition of
steady symmetric flight. In this case, the reference values of
sideslip velocity and normal velocity are zero. The Y-axis is
normal to the aircraft's plane of symmetry (positive to the right)
Longitudinal Equations

2C cos
Dtrim. -C. a- S?cosY I 6+ 2-uJr0+
u = qS 'GE
m
Jtrim ccj

CL C1
qS
2C trim
ma

mU U
«8

6. -
Slnrtrim.1pr)A A

qS GE

C_C C C

q =
n
yy o a

C C
m P

>U e'qSc Vm/GE

o

Lateral Equations

3p = mU
21. y6
6
r
+C
y
6.
t
+C
y
6
a
+C
y
6
s
o
r t as

qSb

xx o 'a ^6

C b C b I
nP nr xz
r = 6 +C 6. +C ■ 6 +C 6. +C 6
r n^ t n^ a n^ t n^ s
zz

fcr fca

where F=l when aircraft is in ground effect; zero otherwise

Figure 2-1. Aircraft Linearized Perturbation Equations

 s

tztst

HORIZON AIRCRAFT C.G.

1. SUBSCRIPTS So S INDICATE THE INITIAL

AND PERTURBED STABILITY AXES.

2. ALL ANGLES AND AXIS DIRECTIONS SHOWN

ARE POSITIVE; THE Ys AXIS IS POSITIVE
INTO THE FIGURE.

5. Uo IS THE INITIAL AIRCRAFT VELOCITY

VECTOR DEFINING THE INITIAL POSITION
OF THE STABILITY AXES.

Figure 2-2. Initial Steady State and Disturbed Stability Axes.

TRAJECTORY EQUATIONS

The trajectory equations are written with respect to an

inertial frame (E) which is earth-fixed. This coordinate frame
has its origin at the center of mass of the aircraft with the
X-axis pointing North, the Y-axis pointing East and the Z-axis
pointing down. The equations are as follows:

x cos6 cosij; sincj) sine cosip coscj) sine U

E
-coscf) +sin<f>

cos0 siniji sine simp cos<j> sine sinip V

+cos<f> cosi/; -sin«f> cosip

-sin6 sincj) cos6 cos<J) cose W

JE

where U = Uo + u(t)
EULER ANGLES

The Euler angles are used to define the orientation of the

vehicle with respect to a local vertical reference axis system.
These angles are defined by an ordered sequence of three rota
tions (Y, 9, $) which rotates the local vertical reference frame
into the body related stability axis system. The convention
normally adopted for the Euler angles' and rates is defined in
figure 2-4.

The Euler angles are calculated by integrating the following

equations from specified initial conditions.

0 = q cos cj> - r sin $

1 = P + (<3 sin $ + r cos $) tan ®

\\) = (q sin $ + r cos (f>) sec 0
 21
Elevator:
2I_
5 6. o e e
e t e
e

Aileron: 6 =
a, a 21.
P. 6a 6t

21 s c

Rudder:
«r - 5 rr
rr r 21.
-s

The gearing arrangement of the tabs introduces motion of

the tab in response to the motion of the control surface as well
as the motion of the servo. The equations which express these
relationships are:

. = 6 -6 .416 6
te e e.

CONVAIR CV-88CW 6. = -6 BOEING 720B 6. = 6 - .278 6

ta

^ = 6 -6 = .263
tr r r

where 6eSf <Sas/ <5rs are the elevator, aileron, and rudder servo
outputs respectively.

GROUND EFFECT

An extraordinary aerodynamic perturbation occurs when the

aircraft approaches close to the ground. In this situation the
ground plane inhibits the normal downward-induced flow, increas
ing the lifting efficiency of the aircraft. Associated with this

11
effect is usually a nose-down pitching moment which reduces to
some extent the gain in lifting efficiency. The ground proximity
f£?ectfin the longitudinal axis will have significant influence
on flare performance.

Ground effect can be approximated in the following stability

derivatives as:

CL a --(<0
\ a/OGE \ L

fOGE

'OGE

'M
(
'OGE_

where K may be represented as a function of altitude, and wing

span as shown in Figure 2-5.

The changes in the trim values of lift, drag and pitching

moment are calculated as follows:

=K GE

(c4E 'GE

GE

where (ACD)GE, (ACL) GE and (ACm)ge are given directly for the
Boeing 72OB aircraft.

For the Convair CV880 aircraft, the trim values are

calculated as follows:

12
 SECTION 3. CONVAIR CV-880 AIRCRAFT DATA

VEHICLE DESCRIPTION

The Convair CV-880 Aircraft is four-engine, turbojet, low

wincr transport with all lifting surfaces swept back 35 degrees
on the to percent chord line. The design gross take-off weight
of the airplane is approximately 178,000 pounds which includes
approximately 68*000 pounds of fuel contained in the integral
full tanks located between the front and rear wing spars. The
four General Electric engines are pod mounted and suspended
below and forward of the wing on highly swept pylons. The
CV-880 configuration is shown in Figure 3-1.
All control surfaces are operated through servo-tabs with
the exception of the spoilers which are hydraulically actuated.
Lateral anddirectional trim is provided by tabs located on the
aiireron a"nd rudder while longitudinal trim is provided by an
ail-movabte horizontal tail. The spoilers, located on the wing
uriper surface, are used for both lateral control and as speed
Sakes? High'lift type double-slotted flaps are incorporated in
the wing trailing edge for use during take-off and landing. The
nominal take-off flap setting is 20 degrees, while 50 degrees
corresponds to the flap setting at landing. The speed brakes
Spoilers) are automatically deflected 8 degrees when the flaps
a're extended to 50 degrees.

The aircraft trim data and parameter values are presented

in Tables 3-1 through 3-4. (No engine thrust data is available.)

Figure 3-1 Three View Configuration of CV-880 Airplane

15
TABLE 3-1. PHYSICAL AND AERODYNAMIC CHARACTERISTICS CV-880
AIRCRAFT IN TRIM APPROACH CONDITION

16
 TABLE 3-2. MAJOR DIMENSIONS OF THE CV-880 AIRCRAFT

Item
Value

Wing Area (s)

Wing Span (b)

Wing Mean Aerodynamic Chord (c)

Elevator Area (Se)

Elevator Chord (Ce)

Moment of Inertia of Elevator

Rudder Area (Sr)

Rudder Chord (Cr)

Moment of Inertia of Rudder (Ir)

Aileron Area (S )
a

Aileron Chord (C )
a.

Moment of Inertia of Aileron

Slug-Ft

Mean Distance of Engine Thrust

axis below CG UE) Ft

Incidence of Engine Thrust

Axis (i ) Deg

17
TABLE 3-3. LONGITUDINAL NONDIMENSIONAL STABILITY DERIVATIVES

Lonqitudinal/Vertical Force Derivatives Value

trim

Jtrim

trim

Pitching Moment Derivatives

C -0.381 -.259

-4.23

-11.24 -11.24

-.616

-0.0186

-0.154

Longitudinal Hinge Moment Derivatives

C, -0.042

-0.327

-0.020

-0.286

*OGE Out of Ground Effect

**IGE In Ground Effect

18
TABLE 3-4. LATERAL-DIRECTIONAL NONDIMENSIONAL
STABILITY DERIVATIVES

Side Force Derivatives Value

-1.0150

0.386

0.2185

0.0454

-0.0780

Yawing Moment Derivatives

0.1463

-0.2221

-0.0768

-0.0968

-0.01864

0.01862

0.0258

Rolling Moment Derivatives

C 0.2360

0.2807

0.3850

0.0231

.00280

0.0324

-.00468

0.0782

19
TABLE 3-4 (CONT) . LATERAL-DIRECTIONAL NONDIMENSIONAL
STABILITY DERIVATIVES

Hinge Moment Derivatives Value

-0.2135
'h

-0.0732

-0.0131
Ch

-0.2532

-0.04025

-0.6070

-0.2490
'h

-0.0244

al
-0.0140
'h

-0.0188

20
AUTOPILOT DESCRIPTION

This section presents a description of the Convair CV-880

autopilot for approaches as it has been simulated. This auto
pilot provides four axis of control - pitch, roll, yaw and speed
control.

HEADING HOLD MODE

A block diagram of the heading hold mode configuration is

illustrated in Figure 3-2. In this mode a reference or selected
heading is maintained by commanding bank angle as a function of
lagged heading select error. The bank angle is limited to ±28
degrees by a bank command (i.e. lagged heading select error)
limiter. Bank angle error which commands roll rate, is in turn
limited to ±15 deg/sec. (maximum allowable roll rate for struc
tural considerations is approximately 45 deg/sec. at all gross
weights).

To force the aircraft to track the selected heading on a

steady state basis, a low-gain integrator is used to supplement
the lagged heading select error.

The roll axis is interlocked with the yaw axis in that

operation of any roll axis mode requires engagement of the yaw
stabilization system. A block diagram of the yaw axis during
heading select operation is included in Figure 3-3. Washed-out
yaw rate is used to command rudder tab deflection to provide
dutch roll damping.

ALTITUDE HOLD MODE

A block diagram of the altitude hold mode configuration is

included in Figure 3-4. In this mode reference barometric
altitude is maintained by commanding pitch attitude as a function
of altitude error. The aircraft short period damping is aug
mented by washed-out pitch rate from the pitch rate gyro. h\
structural mode filter operates on the net elevator tab command
signal to attenuate aircraft structural mode motions sensed by
the pitch rate gyro (and normal accelerometer in other modes).

LOCALIZER CAPTURE MODE

A block diagram of the localizer capture mode is included

in Figure 3-2. The localizer is captured when the absolute
value of the algebraic sum of localizer output and 49 times the
band-passed localizer output (49fjL) is less than 100 microamps
(liA) . During this mode the sum of lagged course error and
straight gain localizer provides a bank command (through a bank
command limiter) to the bank angle error loop. The course error

21
 AILERON TAB
ROLL RATE GYRO
DEFLECTION^8"*
LIMIT
±15 DEG.SECOF
ROLL ROLL RATE
ATTITUDE GYRO

HEADING ERROR

HEADING
SELECT ERROR

COURSE ERROR

to
to

LOCALIZER
RECEIVER

75/tA/DEG FOR
LONG RUNWAYS

LIMIT
±6.25DEG0F
BANK ANGLE

•THE IOTEGRATOR IS RESET

AT ENGAGEMENT OF INIT.
TRK. AMD FINAL TRK.

&5SEC
DEC"

Figure 3-2. Block Diagram - Roll Axis.

 RUDDER
TAB
Sr,
to DEFLECT1

0.08 SEC

Figure 3-3. Block Diagram - Yaw Axis.

 [DEG] G/S.
PITCH 9 CRUISE
ATTITUDE COMMAND
GYRO 4+ ALT

PEG
3.6
DEG

VERSINE [RAD]
(1-COS 0)

DEG
1.16
RAD

[ft] OTHER

to
ALTITUDE 8H
TRANSDUCER
ALT

Figure 3-4. Block Diagram ^ Pitch Axis, Cruise Modes,

signal, being proportional to lateral rate, provides lateral
damping and the straight gain localizer signal provides lateral
position information during beam acquisition in this mode.

The yaw axis configuration remains the same as during heading

select operation (as shown in Figure 3-3).

LOCALIZER INITIAL TRACK MODE

A block diagram of the localizer initial track mode is in

cluded in Figure 3-2. The control system will 'switch to the
initial track mode when the bank angle is less than ±6 degrees
and the localizer output is less than 73 yA. In this mode the
sum of straight gain localizer, integrated localizer and lagged
course angle commands error bank angle to cause the aircraft to
track the localizer. At the onset of initial track the localizer
integrator output is reset to zero. The difference between this
mode and capture is the addition of the localizer integrator
which drives the localizer steady error to zero.

The yaw axis configuration remains the same as during head

ing select operation (as shown in Figure 3-3).

FINAL TRACK MODE

The final track mode is engaged when glideslope track occurs.

The final track designation is used to denote the status of roll
and yaw axes. The final track mode roll axis configuration is
shown in Figure 3-2.

In this mode the bank command signal, <£c, is the sum of

lagged bank angle, straight gain localizer, bandpassed localizer
and integrated localizer signals. The localizer integrator output
is reset to zero at the onset of final track. Lagged bank angle
and bandpassed localizer constitute pseudo beam rate damping
terms. The localizer integrator forces the localizer error to
zero in the absence of windshear.

The yaw axis configuration for the final track mode is

shown in Figure 3-3. In this mode the washed-out yaw rate is
replaced by straight gain yaw rate feedback to achieve better
dutch roll damping during final track.

GLIDESLOPE TRACK MODE

A block diagram of the glideslope track mode is included in

Figure 3-5. In the glideslope track mode the elevator tab com
mand signal is composed of the following:

25
 G/S MULTIPLIER
2I4JUA/DEG

fO

(DEG)

CRUISE COMMAND

2.0 SEC
DEO/SEC

Figure 3-5. Block Diagram - Pitch Axis, Glideslope.

 SECTION 4. BOEING 720-B AIRCRAFT DATA

VEHICLE DESCRIPTION

The Boeing 720-B aircraft is a four engine, low-wing, jet

airliner with approximately 35° sweep at 25 percent chord. The
maximum take-off gross weight is 221,000 pounds which includes
approximately 74,000 pounds of fuel. It is powered by four
Pratt and Whitney turbojets mounted on pylons below the wing.
A configuration of the 720-B aircraft is shown in Figure 4-1.

Primary flight controls are operated through spring-tabs.

Lateral control at low speeds is provided by outboard and small
inboard ailerons supplemented by two hydraulically operated
spoilers on each wing which are interconnected with the ailerons
At high speeds, lateral control is by inboard ailerons and
spoilers only. Operations of the double-slotted flaps adjusts
the linkage between the inboard and outboard ailerons to permit
outboard operation only with extended flaps. With this condi
tion, only outboard aileron stability derivatives are given.
Spoilers may be used symmetrically as speed brakes. Maximum
flaps deflection is 50°

The aircraft trim data and parameter values are pre

sented in Tables 4-1 through 4-5. The available engine thrust
data is given in Figures 4-2 through 4-8.
 1) Washed-out pitch rate for short period damping.
2) Highpassed normal acceleration for frequency augmentation
3) Blended altitude rate to present an altitude rate command
system to the glideslope signal.

During glideslope track, the net tab command signal goes

through a structural mode filter to attenuate the structural mode
motions sensed by the pitch rate gyro and the normal accelero-
meter.

The glideslope track mode is automatically engaged when the

glideslope receiver output reduces to approximately 22 yA. At
approximately the same time the auto-throttle is manually en
gaged. A block diagram of the auto-throttle is shown in Figure
3-6. The auto-throttle uses washed-out pitch attitude and
lagged airspeed error to position the throttles and control air
speed. The sum of washed-out attitude and lagged airspeed error
positions the throttles through a proportional plus integral
servo which forces the airspeed error to zero in steady state.
 TABLE 4-1. PHYSICAL AND AERODYNAMIC CHARACTERISTICS
720-B AIRCRAFT IN TRIM APPROACH CONDITION

Item Value Dimension

Weight 185,000 lbs

Mass (m) 5751 Slugs

Center of Gravity Position .25 % Mac

Moment of Inertia (I ) Slug-Ft5

Slug-Ft'
<y
Slug-Ft:
<v
Slug-Ft:

Landing Gear Position

Flap Position (<Sf)

Speed Brake Position

Altitude Condition
(hcg>
Velocity

Air Density (P)

Mach Number (M)

Dynamic Pressure (q)

Flight Path Angle

Angle of Zero Lift

V
(') Data not available

29
TABLE 4-2. MAJOR DIMENSIONS OF THE 720-B AIRCRAFT

30
 DERIVATIVES

Derivatives
Longitudinal/vertxcal

+6.3

*trim 1.31

trim .211

trim 5.04

.598

C)

.229

Pitching Moment Derivatives C)

-.963

-4.84

c
-.005

c_
-13.5

-.742

C)

'm5.

"tn.

Hinge »-nt Derivatives

C)

-.189

C)

-.316

(•) Data not available

*OGE Out of Ground Effect

**IGE in Ground Effect

31
 Side Force Derivatives
Value
c
■ Yr.
-1.04

.485

.226

(included in c \

Yawing Moments Derivatives

.183

-.24

-.122

-.092

(included in c )

.0004

Rolling Moment Derivatives

-.272

.37

-.385

.032

C)

-.064

.0114
c.

.043

Data not available

 TABLE 4-6. MODE DEFINITION

Definition
Mode
■ ■
Attitude Hold (pitch and roll)
Non-Select control via attitude command
switches which cause attitude
command to change at a fixed
ra^e.

Manual

command switch.

Heading and Altitude Hold

Manual, Alt. Hold (at engagement values).

Automatic tracking of the

Localizer localizer beam.
Pitch attitude hold with
control via pitch attitude
command switch.

Automatic tracking of the

Localizer, Alt. Hold localizer beam.
Altitude hold at the
engagement value.

Automatic tracking of the

Localizer, Alt. Hold, localizer beam.
GS AUTO Altitude hold at the engagement
vaine until acquisition o£ tne
alide slope belm at which time
flife slope tracking commences.
Automatic tracking of the
Localizer, GS MAN
i nnp tracking conuuen^ca

immediately upon selection of

GS MAN.

Roll attitude hold with control

GS MAN via roll attitude command

Gliderslope tracking commences

immediately upon selection of
GS MAN.

45
 =ssa.« s-

is usld" headlng °n a lona t«™ K.fff06-1^6 aircraft to

of this

LOCALIZER

22

has been captured, the Slo? ^ Iht dlS?n5a3ed.

lS?n5a3ed. After ththe beam
to permit automatic
ti bIJn IJ tracking?? SCt the L°CALI2
L°CALI2ER r

and its value are unclear TrW^ f se

command is limited to ±30" degrees^f fb?^ ^ bank
linnter until 60 seconds after th*«i ts, ^ angle COM
engaged at which time ^^l^^ft ^

46
 autopilot design for

a- s.pssa.s

antenna

HOLD

A block diagram of the

p-irmre 4-10.
Figure t -lv.
In this mode -— --
engagement
commanding a p
^ aircraft hort
of the aircraft (at ttieo^n^itude
attitude as a functl^e^efby a w
^^ ^ ra x

period damping is augmented by a w engagement altitude in

- aircraft is forced to y y operates on the

1- - —'
If the OS AUTO mode has

o aH s

and engage the OS tracK

mode.

GLIDESLOPE TRACK MODE

GS AUTO has been seiected^atic activation of GS track.

selected LOCALIZER for ^tomatic activat
Gener-
in this casef
ally ALTITUDE HOLD is also. "^^I-i^e of the glideslope beam,
when the aircraft «»"" «£t^£y £ activated and the alti-
the GS track mode will automaticaxxy pilot chooses to
tuL hold mode will be di^ngaged If the p^^ ^ ^
engage GS track manually ^ f^ediateiy and if it has
GSa Sfaltltude hold mode will disengage.
In the GS track mode th<.elevator ^ ^
of washed-out pitch rate, P1** *ngle, a washed.out pitch rate
integrated glidesi°P^ea^crIf?"f Ihort period damping. A
Tnthearff is included in Figure. 4-10.

47
performance.
nelto t^^^^"^**^*
to theyawchannelto t^^^^^^
p
fe
±a fed
tne localizer beam tracking

48
 REFERENCES

1.

47

r
2.

3.

4. Boeing
Son

of
Btkin, B.« Dynam.es
5.

49