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THE use of the C.G. as the datum to which all moments involved in the trim relations are referred is doubtless the result of a convention widely used in mechanics generally and having one advantage, i.e., that the moment due to gravity is zero. In general mechanical problems where the position of the C.G. is normally a fixed characteristic of the body whose motions are under consideration, the C.G. has a good claim to be a convenient datum. In the case of the aeroplane, where the C.G. of a particular aeroplane is rarely found to be in the position estimated for it—even under carefully defined conditions of loading—it is subject to considerable movement with variation in loading; and, in different aeroplanes, may occupy the most various positions relative to the organs which produce the moments involved—the use of the C.G. as a reference point for trim estimates has very serious disadvantages.

This paper presents first sight on the longitudinal control strategy for an aircraft in the tandem wing configuration. It is an aerodynamic strongly coupled configuration that needs a lot of detailed aerodynamic analysis which describes the mutual impact of the main parts of the aircraft. The purpose of this paper is to build the numerical model that allows to make an analysis of necessary flaps (front and rear) deflection and prepare the control strategy for this kind of aircraft.

Aircrafts’ aerodynamic characteristics were obtained using the MGAERO software which is a commercial computing fluid dynamics tool created by Analytical Methods, Inc. This software uses the Euler flow model. Results from this software were used in the static stability evaluation and trim condition analysis. The trim conditions are the outcome of the optimisation process whose goal was to find the best front and rear flap deflection to achieve the best lift to drag (L/D) ratio.

The main outcome of this investigation is the proposal of strategy for the front and rear flap deflection which ensured the maximum L/D ratio and satisfied the trim condition. Moreover, the analysis of the mutual impact of the front and rear wings and the analysis of the control surface impact on the aerodynamic characteristic of the aircraft are presented.

In terms of aerodynamic computation, MGAERO software uses an inviscid flow model. However, this research is for the conceptual stage of the design and the MGAERO software grantee satisfied accurate respect to relatively low time of computations.

The ultimate goal is to build an aircraft in a tandem wing configuration and to conduct flying tests or wind tunnel tests. The presented result is one of the milestones to achieve this goal.

The aircraft in the tandem wing configuration is an aerodynamic-coupled configuration that needs detailed analysis to find the mutual interaction between the front and rear wings. Moreover, the mutual impact of the front and rear flaps is necessary too. Obtaining these results allowed this study to build the numerical model of the aircraft in the tandem wing configuration. It allows to find the best strategy of flap deflection, which allows to obtain the maximum L/D ratio and satisfy the trim condition.

The purpose of this paper is to describe the longitudinal dynamics of a hover‐capable rigid‐winged unmanned aerial vehicles (UAV) under various equilibrium flight conditions. The effects of the variable‐incidence wing in comparison with the fixed in‐incidence wing on the dynamics of UAV are also discussed.

The aerodynamic modeling of the vehicle covers both pre‐stall and post‐stall regimes using a three‐dimensional vortex lattice method incorporating viscous corrections. The trim states across a velocity spectrum are evaluated using a nonlinear constrained optimization scheme based on sequential quadratic programming. Then linearized dynamic analysis around trim states is carried out in order to compare the characteristics of the conventional platform with the modified platform incorporating variable‐incidence wing.

It is found that with the variable‐incidence wing, the longitudinal equilibrium flights can be achieved with reduced thrust‐to‐weight ratio demands and lower elevator deflection. However, the use of the variable‐incidence wing changes the dynamic characteristics of the vehicle considerably as indicated through the linear dynamic analysis.

The results presented in this paper are based on linear dynamic analysis about static trim point data. Further analysis taking into account nonlinearity, the unsteady aerodynamic effects and associated cross‐coupling because of asymmetric forces may be needed to reveal the true dynamics of the vehicle under unsteady maneuvers.

The variable‐incidence wing is a useful design feature to reduce the thrust‐to‐weight ratio requirements and to increase elevator control authority, however its effect on the dynamics warrants further investigation.

This is the first paper highlighting the effects of variable‐incidence wing on an agile hover‐capable UAV.

Complex mixed metallurgy multilayers require a very robust dielectric to withstand shorting or blistering effects, together with high density for long‐term reliability in humid environments. The development and performance of a new multilayer dielectric which meets these needs is presented here. A dielectric frit chemistry has been developed with a view to eliminating short circuits and blistering induced by the proximity of dissimilar metallurgies on multiple refiring. Appropriate filler technology has also been developed to optimise dielectric density, toughness and laser‐trim properties. High density has yielded excellent HBT (High Bias Temperature) and HHBT (High Humidity Bias Test) performance. Data on multilayer circuit bowing are presented which take account of the interaction of conductor frit and the dielectric on firing. Silver conductor is employed in inner layers to optimise conductivity and cost. A new 1:3 PdAg conductor for termination of components and resistors also permits heavy Al wire bonding with good aged performance. 25 µm Au and 37 µm Al wire bonding is facilitated by gold conductor on dielectric. The laser trim characteristics of a new resistor series on dielectric are described. The materials system has been tested in a complex multilayer structure which, with the use of a new silver via fill conductor, resulted in defect‐free circuits with zero yield loss.

This article deals with some of the stability, control and handling problems that have arisen as a result of drastic changes in aircraft configuration coupled with the advent of supersonic flight at high altitude. The article will be published in two parts. The present part contains a brief introduction to the subject of aircraft stability and control in addition to a description of the longitudinal characteristics of supersonic aircraft. The second part will be published in our next issue, and will deal with the lateral characteristics of supersonic aircraft. Some of the problems encountered in the design of the flying control system for this type of aircraft and an indication of the methods and techniques used for solving the various stability problems are also presented in the second part.

THE following paper was written early in 1946 when the writer was a member of the Sperry Gyroscope Company. It discusses in general terms a particular form of powered control system for aircraft, in which precautions are taken against certain types of failure of the system.

The results of a characterisation carried out on thick film resistors (TFRs) with dimensions reduced below the usual limits are reported in this paper. The test vehicle was a purpose‐designed test pattern with resistors whose dimensions reached a limit of 0·3 mm in length and 0·4 mm in width. The proposed aim of the work was to look for dimensional limits where TFRs could still give acceptable performances, though, if possible, keeping unchanged the materials system and the process conditions which are used in the authors' thick film hybrids facility.

BACKGROUND IN the early stages of World War II the U.S. Navy used the Lockheed PV‐1 (Ventura) in considerable quantities as a land‐based patrol plane for anti‐submarine and anti‐surface vessel patrol and attack. Inasmuch as the PV‐1 was the first high speed land based patrol aeroplane used by the U.S. Navy, and realizing that its aero‐dynamic configuration grew out of the commercial Lockheed Lodestar, it can be understood that its tactical utility was a compromise.

The purpose of this paper is to present the aerodynamic blade design of a tiltwing aircraft with a multi-objective optimization procedure. The aerodynamic design of tiltrotor blades is a very challenging task in the project of this type of aircraft.

Tiltrotor blades have to give good performance both in helicopter and aeroplane modes. According to the design parameters (the chords, the twists and the airfoils along the blade), as the optimization objectives are different from one operating condition to another, the blade is the result of a multi-objective constrained optimization based on a controlled elitist genetic algorithm founded on the NSGA-II algorithm. The optimization process uses a BEMT solver to compute rotor performance. To avoid negative effects due to compressibility losses in aeroplane mode, the blade shape has been refined following the normal Mach number criterion.

It has been found that the optimized rotor blade gives good performance both in terms of figure of merit and propulsive efficiency if compared with experimental data of existing rotor (ERICA tiltrotor) and propeller (NACA high-speed propeller).

The optimization procedure described in this paper for the design of tiltrotor blades can be efficiently used for the aerodynamic design of helicopter rotors and aircraft propellers of all typology.

In this work, advanced methodologies have been used for the aerodynamics design of a proprotor optimized for an aircraft which belongs to the innovative typology of high-performance tiltwing tiltrotor aircraft.

The purpose of this paper is to investigate the stability of a small scale six-degree-of-freedom nonlinear helicopter model at translator velocities and angular displacements while it is transiting to hover with different initial conditions.

In this study, model predictive controller and linear quadratic regulator are designed and compared within each other for the stabilization of the open loop unstable nonlinear helicopter model.

This study shows that the helicopter is able to reach to the desired target with good robustness, low control effort and small steady-state error under disturbances such as parameter uncertainties, mistuned controller.

The purpose of using model predictive control for three axes of the autopilot is to decrease the control effort and to make the close-loop system insensitive against modeling uncertainties.