Stability and Control Problems of Supersonic Aircraft

1957 ◽  
Vol 29 (8) ◽  
pp. 241-247
Author(s):  
O.E. Michaelsen
Keyword(s):  
Control Problems ◽  
Supersonic Aircraft ◽  
Stability And Control ◽  
And Control

Fuel Systems For Supersonic Engines

1958 ◽  
Vol 62 (573) ◽  
pp. 654-658
Author(s):  
E. A. Simonis
Keyword(s):  
Combustion Chamber ◽  
High Altitude ◽  
Control Problems ◽  
Fuel System ◽  
Complex Control ◽  
Supersonic Aircraft ◽  
Engine Combustion ◽  
Main Engine ◽  
And Control

The advent of the high altitude supersonic aircraft has brought in its train a whole host of complex control problems. As far as the engine manufacture is concerned, these are perhaps best indicated in the diagrammatic layout shown in Fig. 1It is not my intention however, to go into the question of multiplicity of controls and their proper co-ordination, nor will I venture into the abstruse province of stability. I should like instead to concentrate on the fuel system itself, i.e. the supply and control of fuel to the main engine combustion chamber.

Supersonic Aircraft—Promise and Problems

1960 ◽  
Vol 64 (594) ◽  
pp. 315-334 ◽  
Author(s):  
M. B. Morgan
Keyword(s):  
The United States ◽  
Supersonic Transport ◽  
Supersonic Aircraft ◽  
Stability And Control ◽  
The Subject ◽  
Scientific Adviser ◽  
Mach 3 ◽  
Short Time ◽  
And Control ◽  
Made In

The 1,157th lecture to be given before the Society, “Supersonic Aircraft—Promise and Problems” by M. B. Morgan, Esq., C.B., M.A., F.R.Ae.S., Scientific Adviser to the Air Ministry, was given on 17th March 1960, at the Institution of Mechanical Engineers. Mr. Peter G. Masefield, M.A., F.R.Ae.S., Hon.F.l.A.S., M.Inst.T., President of the Society, presided. Opening the meeting Mr. Masefield said he thought this would be one of the most interesting and stimulating lectures of the session. The subject of the supersonic aeroplane had been freely discussed in the United States and probably in Russia also. In this country they had been more reticent so he hoped they would have a really good discussion after this lecture. One significant point was that people no longer wondered whether a supersonic transport could, or should, be built but only whether it should cruise at a Mach number of 2 and be made in light alloy, or whether it should be around Mach 3 and be made of steel or more exotic materials. That sooner or later—and many believed sooner—transports would fly at supersonic speeds at 70,000 ft. was taken for granted.Mr. Morgan was well known to them all. Born in Wales, he was educated at Rutlish, Merton and St. Catharine's College, Cambridge, where he took the Mechanical Sciences Tripos and won the John Bernard Seely Prize in Aeronautics in 1934. In fact, he and Mr. Morgan used to enjoy the Cam together and Mr. Morgan looked little different today than he had in those days. Mr. Morgan was apprenticed to Mather and Piatt Ltd. and also spent a short time at Vickers, Weybridge before joining the R.A.E., Farnborough in 1935. Since then he had specialised in aerodynamics, flight research and development, stability and control and, he had taken his Pilot's Licence in 1944. He was Head of the Aero Flight Section of the R.A.E. from 1946-1948, Head of the Guided Weapons Department from 1948-1953 and Deputy Director of the Establishment from 1954 until 1959. He had then been appointed to his present position of Scientific Adviser to the Air Ministry and had also been Chairman of what had come to be known as “STAC”–Supersonic Transport Aircraft Committee. He felt that they could have no better person than Mr. Morgan to talk on the Supersonic Transport.

Paper 24. Stability and Control Problems Associated with Acceleration and Deceleration

1972 ◽  
Vol 14 (7) ◽  
pp. 176-180 ◽  
Author(s):  
M. Jourdain
Keyword(s):  
Horizontal Plane ◽  
Control Problems ◽  
General Survey ◽  
Stability And Control ◽  
Longitudinal Acceleration ◽  
Directional Control ◽  
Negative Acceleration ◽  
Surface Vessels ◽  
Acceleration And Deceleration ◽  
And Control

This paper gives a general survey of the behaviour of surface vessels subjected to accelerations in a horizontal plane. There are two different cases which frequently occur in combination but which, for convenience, are treated separately. First, longitudinal acceleration is considered, including positive or negative acceleration in the fore and aft plane; problems of stability and manoeuvrability and means of improving directional control are discussed. Next, the manoeuvring problem associated with transverse accelerations is described, with particular emphasis on the use of auxiliary devices, such as side thrusters, and modified propulsive arrangements. Finally, the influences of currents, winds and restricted depth on manoeuvrability are outlined.

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