Flight dynamics simulation

The flight dynamics simulation is based on all the aerodynamic aspects mentioned, the basic laws of mechanics and the specific features of the modeled aircraft. Also, this simulation is generally applicable for an aircraft with non-circular actuators, such as the aircraft with the "conveyering" wings, or for an aircraft without the managed PGS-state, such as a cyclorotor aircraft operating in the curtate mode, if there are known distributions of the wings' positions and their pitches and the correct inflow modeling for the non-circular actuators. The entire simulation process can be considered as a data flow inside of some state of the machine. The chart below represents the data flow inside of such a machine.

Flight dynamics simulation, updating

The process starts as a sequence of cycles with some time step Δt against the background of an arbitrary handling, including a supervising of the result of the simulation in the background, and includes a chain of updates of different components of the entire state in the order specified on the chart and locked in a closed loop. Each specified update has a name that generally points on an updating of an existed component of the state with the same name. But it is only generally, because some updates may also update others components of the state. For example, data from the inflow and interference aspects is included in the airflow state, where data from the latter is updated simultaneously with the airflow state, but data from the former is updated during the dynamic state update, since it requires to know the entire thrust.

The detailed state definition and its updating are explained in the my patent application and in its publication US20160376003A1, which can also be viewed on the Google site: https://patents.google.com/patent/US20160376003A1/en.

The simulation provides a number of useful values in its result, which represent particular figures of merits and feedback for supervising the result with respect to handling the aircraft. The report state embraces such useful values, where many of them are derived from an analysis of the entire state in respect of the “flying elevator” concept or are specific to the aircraft. The report state has only dimensionless components that allow an invariant analysis of the result of this modeling and the capabilities of a modeled and equivalent aircraft. Below I list such useful components:

Cruise Ratio CrR, which is equal to 1 for perfectly balanced power on a cruise;
Equivalent Lift to Drag Ratio LDR of the entire aircraft, which is deduced from an entire power balance;
Equivalent lift coefficient CL;
Averaged Reynolds number <Re>;
Normalized magnitude of the Inflow IFWN, where the normalizing is performing by a speed equal to the specific stagnation speed;
Winding Ratio WR;
Normalized Winding Speed WSN;
Normalized Winding Speed Target WSTN;
Moment Ratio MR;
Internal Moment Ratio IMR;
Thrust Ratio TR, which is the entire thrust normalized by the weight of the aircraft;
Thrust Angle TA, which is simply the direction of the thrust;
Consumed Thrust Ratio CTR (see the chart for CT), which is the same way normalized consumed thrust;
Normalized Acceleration vector AcN, which uses the current gravitational acceleration for the normalization;
Flight Path Angle FPA;
Normalized TAS magnitude TASN;
Normalized LAS magnitude LASN;
Local Gliding Angle LGA, which I introduced before, during the explanation of the splitting of the power of the gravitic thrust;
Normalized Power Lifting Speed PLSN (see the chart for PLS);
Power Equalized PEQ, where the normalizing is performing by the product of the weight of the aircraft and its specific stagnation speed on the ground level with zero altitude;
Propulsion Efficiency PrE, which is deduced by utilizing the Froude Efficiency formula considering a waste power based on the outflow (i.e. downwash after launching) projected onto the flight path, and using the inflow to calculate it;
True Gliding Lift to Drag Ratio TGLDR, which is the LDR but free from the losses due to the non-ideal propulsion efficiency.

The simulation was performed for the entire flight from takeoff to landing, including runway operations, and after that the states of particular flight operations were used for preparing the respective flight animations with explanations, which are presented in the sequence of the straight line flight operations.

Additionally the simulation was used for the analysis of the turns in flight, and for the analysis of the remained vibrations for utilizing a Vibration Reduction System (VRS).