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Curvilinear Approach to Landing Cover

Curvilinear Approach to Landing

Transactions on Aerospace Research
Volume 2024 (2024): Issue 1 (March 2024)
By:
Open Access
|Mar 2024

Figures & Tables

Fig. 1.

Standard fixed wing aircraft approach
Standard fixed wing aircraft approach

Fig. 2.

Airplane in a steady-state turn
Airplane in a steady-state turn

Fig. 3.

Landing phases (A) top view, (B) side view. AA, aiming area; AP, aiming point; DP, decision point.
Landing phases (A) top view, (B) side view. AA, aiming area; AP, aiming point; DP, decision point.

Fig. 4.

General structure of the aircraft landing control system
General structure of the aircraft landing control system

Fig. 5.

The image of the aircraft model of motion realised in Simulink.
The image of the aircraft model of motion realised in Simulink.

Fig. 6.

Approach trajectory with different initial states.
Approach trajectory with different initial states.

Fig. 7.

Aircraft CG height during landing (0 – proper flare, 0.6, 1.2 – delayed flare initialisation, height deviation 0.6 m and 1.2 m appropriately, -0.6 – too early flare initialisation, height deviation −0.6 m). CG, centre of gravity.
Aircraft CG height during landing (0 – proper flare, 0.6, 1.2 – delayed flare initialisation, height deviation 0.6 m and 1.2 m appropriately, -0.6 – too early flare initialisation, height deviation −0.6 m). CG, centre of gravity.

Fig. 8.

Wheel normal forces during landing (A) proper flare, (B) delayed flare (0.6 m), (C) delayed flare (1.2 m), (D) early flare (-0.6 m).
Wheel normal forces during landing (A) proper flare, (B) delayed flare (0.6 m), (C) delayed flare (1.2 m), (D) early flare (-0.6 m).

Fig. 9.

Aircraft attitude (left) and velocity (right): case (7, 0).
Aircraft attitude (left) and velocity (right): case (7, 0).

Fig. 10.

Aircraft bank angle (left) and ground velocity (right): cases as in Table 1 comparison.
Aircraft bank angle (left) and ground velocity (right): cases as in Table 1 comparison.

Fig. 11.

Aircraft CG height during landing (condition as in Table 1). CG, centre of gravity.
Aircraft CG height during landing (condition as in Table 1). CG, centre of gravity.

Fig. 12.

Horizontal view of the aircraft trajectories.
Horizontal view of the aircraft trajectories.

Fig. 13.

Wheel normal forces during landing with side wind. (A) – right side wind, (B) – left side wind
Wheel normal forces during landing with side wind. (A) – right side wind, (B) – left side wind

Fig. 14.

Wheel normal forces during landing with side wind with delayed flare. (A) – right side wind, (B) – left side wind
Wheel normal forces during landing with side wind with delayed flare. (A) – right side wind, (B) – left side wind

Test cases_

Test caseSide wind [m/s]Head wind [m/s]Wind estimatorComment
(0, 0)NoNoYesActive but unnecessary
(0, 7)70Yes
(0,−7)−70Yes
(7, 0)07YesHead wind decrease GS on approach last segment
(−5,0)0−5YesBack wind increases GS on approach last segment
(0, 7*)70NoInactive wind estimator causes no prediction of wind effect in control algorithm
(0, −7*)−70No
DOI: https://doi.org/10.2478/tar-2024-0001 | Journal eISSN: 2545-2835
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Language: English
Page range: 1 - 18
Submitted on: Nov 4, 2022
Accepted on: Jan 8, 2024
Published on: Mar 13, 2024
Published by: Sciendo
In partnership with: Paradigm Publishing Services
Publication frequency: 4 times per year
Keywords:
fixed wing aircraft,
curvilinear trajectory,
approach and landing,
automatic control
Related subjects:
Engineering,
Introductions and overviews,
Engineering, other,
Geosciences,
Geosciences, other,
Materials sciences,
Materials sciences, other,
Physics,
Physics, other

© 2024 Jacek Pieniążek, Piotr Cieciński, published by Sciendo
This work is licensed under the Creative Commons Attribution-NonCommercial-NoDerivatives 4.0 License.

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