Thesis (M.S.)--Virginia Polytechnic Institute and State University, 1994. / Vita. Abstract. Includes bibliographical references (leaf 48). Also available via the Internet.

Thesis (M.S.)--Ohio University, March, 1999. / Title from PDF t.p.

Thesis (M.S.)--Auburn University, 2008. / Abstract. Vita. Includes bibliographical references.

A method for determining the maximum control moments required for an aircraft to perform a velocity vector roll is investigated. The velocity vector roll is assumed to occur at constant angle of attack, constant velocity, and zero sideslip. A simplified set of equations is developed for the non dimensional control moments about the three principal body axes. These equations take on a form well suited for numerical optimization methods. The Schittkowski sap optimization code is used to provide fast, accurate solutions. The numerical method also shows the advantage of being adaptable to changing the airframe and flight performance parameters. An exercise to find the global control moment maxima was performed for a an F-18 with constant aerodynamic derivatives and a load factor of one. The optimization was run for a range of discrete steady state roll rates, roll mode time constants and velocities. The results showed trends for the maxima to occur at the highest steady state roll rate parameter, smallest roll mode time constant and lowest velocity. Each control axis maximum is specific to a particular orientation and angle of attack. For the roll axis, the maximum occurs at nearly zero angle of attack and 270 of wind axis bank angle. The yaw axis maximum occurs at the largest angle of attack (70) and 90 of wind axis bank angle. The pitch maximum occurs near 270 of wind axis bank and 55 angle of attack, but is highly sensitive to the selection of Cma . All control moment maxima occur at a flight path angle of O. The roll and yaw control moment maxima occur upon a maximum roll input starting from rest at the specified orientation and angle of attack. The pitch control maximum occurs at the steady state roll rate when the proper orientation and angle of attack is encountered. / Master of Science

Thesis (Ph.D)--Aerospace Engineering, Georgia Institute of Technology, 2009. / Committee Chair: Hodges, Dewey; Committee Member: Bauchau, Olivier; Committee Member: Goldsman, David; Committee Member: Prasad, J.V.R.; Committee Member: Smith, Marilyn. Part of the SMARTech Electronic Thesis and Dissertation Collection.

Thesis. 1976. M.S.--Massachusetts Institute of Technology. Dept. of Aeronautics and Astronautics. / Bibliography: p.R1-R5. / by Joshua D. Borah. / M.S.

This dissertation consists of three main parts. The first part is to discuss aileron reversal problem for a typical section with linear aerodynamic and structural analysis. The result gives some insight and ideas for this aeroelastic problem. Although the aileron in its post-reversal state will work the opposite of its design, this type of phenomenon as a design root should not be ruled out on these grounds alone, as current active flight-control systems can compensate for this. Moreover, one can get considerably more (negative) lift for positive flap angle in this unusual regime than positive lift for positive flap angle in the more conventional setting. This may have important implications for development of highly maneuverable aircraft. The second part is to involve the nonlinear aerodynamic and structural analyses into the aileron reversal problem. Two models, a uniform cantilevered lifting surface and a rolling aircraft with rectangular wings, are investigated here. Both models have trailing-edge control surfaces attached to the main wings. A configuration that reverses at a relatively low dynamic pressure and flies with the enhanced controls at a higher level of effectiveness is demonstrated. To evaluate how reliable for the data from XFOIL, the data for the wing-aileron system from advanced CFD codes and experiment are used to compare with that from XFOIL. To enhance rolling maneuverability for an aircraft, the third part is to search for the optimal configuration during the post-reversal regime from a design point of view. Aspect ratio, hinge location, airfoil dimension, inner structure of wing section, composite skin, aeroelastic tailoring, and airfoil selection are investigated for cantilevered wing and rolling aircraft models, respectively. Based on these parametric structural designs as well as the aerodynamic characteristics of different airfoils, recommendations are given to expand AAW flight program.