Aeronautical Engineering

MIG 29 - Automatic Control

Member:
Randy Johel Cova Flórez Teacher:
ING. Aixa Ardila

Servomechanisms and automatic flight

control.
AIRCRAFT:
CONTROL SYSTEM AND CONTROL OF
FLIGHT OF MIG-29
All versions of MiG-29 has a flight control system with a
conventional mechanical transmission and hydraulic
actuators bars irreversible.
The MiG-29 has a system of joint control. The system
consists of a pitch control channel by fly-by-wire without
mechanical support quad analog and roll and yaw channels
controlled by triple FBW with mechanical support that
allows the deflection of control surfaces by 50% of full
travel in case of failure of the FBW. The FBW increases
versatility and allows designing the aircraft statically
unstable.
The control of the airplane in flight is as follows:

- Pitch Control with stabilizers.

- Roll control through differential deflection ailerons and stabilizers.
- Directional control using the rudder.
- Control of leading edge flaps of the wings (LE flaps, leading edge
flaps), flaps and airbrakes.
Depending on the version there are variations, but overall the MiG-29 is equipped
with the following systems:

- System Beep AOA (angle of attack) critical.

- bank angle limiter.
- A system that allows greater deflection of the rudder at high AOA.
- AOA limiter and G: informs the pilot that is about to exceed the maximum AOA
and prevents stalling. It also controls the leading edge flaps to increase the
aircraft's flight envelope by increasing the maximum AOA. As the plane
approaches the maximum AOA activated stick-pusher with a force of up to 17 kg
depending on version AOA limit is 26 º or 28 º.
- Increased water to offset the strong aerodynamic loads caused to deflect the
rudders, ailerons and stabilizers.
- Clearing and variable sensation: to simulate the forces applied to the control
lever and pedal feel are installed units in the channel variable control pitch, roll
and yaw. The adjustment of applied forces and compensation of the aircraft in
flight are made by clearing units connected to the variable sense. In addition, the
compensation mechanism serves as servo drives for the system of automatic flight
control. The neutral position of the compensator is shown in the cockpit through
its corresponding light.
Braking System

Pneumatic actuation is through bottles supplied from the main air and
pressure reducing valves. The differential braking is achieved by moving
the pedals, which acts on the differential control unit deriving air from the
pneumatic main gear reducing the braking pressure by relaxing in the
corresponding wheel.

Landing gear:

The retraction and extension of the train are made by the hydraulic
system, remaining in position by mechanical interblocajes in the well of
the train (shrinkage) and hydraulic actuators (extension) retraction cycle
takes 9 to 10 sec and the extension of 7 to 8 sec. The emergency extension
of the train is made by the emergency air system.
Airbrakes
It extends and retracts through the main hydraulic system with the help of four
hydraulic jacks mounted in pairs on each aerobraking. The maximum deflection
is secured to a speed of 1000 mph and should not exceed 3 sec.

Flaps and leading edge flaps

The aircraft mounted flaps slotted one piece, with a deflection angle of 25 ° in
the positions of takeoff and landing (Take Off and Landing) The extension and
retraction is achieved by a hydraulic cylinder in each of the flaps and act
through control panel flaps cabin located on the left horizontal console.
The leading edge flaps (Leading edges) extend 20 degrees AOA to reach a 9 th
M <from 0.75 to 0.9 and retracted to reduce the AOA at 7 ° or M> 0.75 to 0.9

Drogue chute
Electro is performance and in case of an inadvertent spread in flight, spreading
at a speed of 320 kph.
Longitudinal control

The longitudinal control system includes:

-Lever control (control stick)
-Two servos
Artificial-feeling mechanism comprising in turn:
-Compensation mechanism
Two mechanisms, nonlinear
-Two independent servo drives
System-controller system of automatic transmission.
The pitching motion compensator comprising 80% of the entire length of the control lever.
The motion compensator roll covers 60% of the entire length of the control lever.
The control is performed by high-speed ailerons and is also used simultaneously the differential control of
the stabilizer.
Below 1000 m the mechanism of control system acts only as a function of dynamic pressure (IAS), so that
below 400 km / h feel at the lever of control is minimal and the deflection of the stabilizer is maximal,
between 870 km / h and 1200 km / h is the maximum force and deflection angle of the stabilizer is
minimal. From 1200 km / h is reduced again the strength and increases the angle of deflection.
The roll rate practically does not depend on external load suspended from the wings, with a maximum
value of 140 to 160 degrees / sec at altitudes between 1000 m and 5000 m flying at speeds between 800
and 900 km / h. As speed increases the effectiveness of lateral control decreases so that flew within 1500
km / h near the ground you get a roll rate of 40 ° / sec. Flying near the stall limit the available roll rate is 20
º / sec.
Directional Control
The directional control system comprises:

-Control pedals
Variable-drive feeling
-Compensation mechanism
Servo-independent unit
Power-servo
The control surface deflection is linearly proportional to the path of the pedals.
The motion compensator comprises 60% of full stroke of the pedals.
Limiting system stall
Ensure the increase of the forces applied to the control stick when the plane
reaches an AOA of 26 degrees, extend the LE M <0.9 and move the joystick to
get a stabilizer angle of 15 degrees.
It is powered by the hydraulic system, hydraulic and electrical circuits doubles
to improve reliability.
System, automatic flight control

The AFCS is used to control the plane in automatic mode and mode control
director, and to improve the stability and controllability during manual control.
Director control mode: the plane is controlled by the pilot by referring to the
command bar flight director indicator or by reference to the circle of
command screen integrated presentation system.
Control and display elements
The AFCS is controlled by the control panel located vertically to the left of the
cabin and through various buttons on the joystick.
AFCS panel includes:
-DAMPER: indicator lamp annunciator button to select the Damper (damping)
-AP: button autopilot annunciator (AP) with indicator light to select the
attitude (pitch, roll, yaw), stabilization and automatic control modes.
-RECOVERY: announcer button with indicator light to select the ALTITUDE
LIMIT Recovery (altitude limit)
CTL-NIGHT PATH: announcer button with indicator light to select the director
control during approach for landing.
STAB-ALT: announcer button with indicator light to select stabilization
mode pressure altitude.
"MISSED APPROACH: announcer button to select the missed
approach.
By pressing the red button disconnect AFCS modes on the control
stick, all modes of AFCS is disconnected, including how Damper and
increased longitudinal stability. If pressed for less than 3 seconds
both ways damper and longitudinal stability aumentor connect again
when you release the button to disconnect definitely should hold the
AFCS MODE OFF button for more than 3 sec.
AFCS integration with the onboard equipment
The AFCS is composed of the following equipment onboard:
-MKBK: gyroscopic directional information system / vertical part of
the navigation system and provides the current angle of pitch, roll
and yaw (pitch, roll, yaw)
CBC: air data system
-Board navigation equipment.
-Radio altimeter, provides the signal "altitude ceiling" for the AFCS.
-SOS system for restricting stall signal providing real angle.
AFCS modes of operation
Mode Damper
Been used since the time of takeoff to landing, can also be used during filming.
Substantially increases the stability and controllability of the airplane damping oscillations around the center
of gravity by the deflection of control surfaces.
Longitudinal stability augmentation
Used in conjunction with Damper for stability and controllability and to maintain constant the amount of
deflection of control lever loading unit g during piling at angles of attack between 14 º and 25 º with the LE
extended, and when the train and the flaps are retracted.
Attitude stabilization mode
It is used to maintain aircraft attitude determined by the pilot during aircraft flight conditions, and not
forcibly cleared on the lever.
Leveling mode
It is used for automatic recovery of level flight in case of loss of aircraft attitude on the part of the pilot.
Stabilization mode pressure altitude
Is allowed to use near-zero vertical velocity and when the angle of the plane's trajectory is less than 5 º.
When you select this method altitude can differ from the selected vertical velocities from 5 to 8 m / s until it
stabilizes the altitude, the bank is stabilized and when the roll is less than 7 º maintains its present course. It
is recommended to pass the transonic regime with this method because of the recompensación off the
plane.
Recovery Mode altitude zone limit
Is used for automatic recovery of the altitude limit to the train withdrawn and altitudes below 1500m. The
aircraft is automatically positioned at an angle of rise of 8 ° and a twist of 0 ° and an acceleration of between
1.5 and 5 g. As we descend the aircraft to an altitude below the altitude limit preset voice activated warning
"altitude ceiling" in the pilot's headphones.
• Automatic control and flight director during approach and
landing
When the AFCS works with the navigation system allows the
approach to land in the automatic mode or control director.
The director control mode is selected by pressing the button
located announcer FLIGHT PATH CTL in the control panel,
pressing the flags disappear LOC (K) and PITCH (T) in the
flight director indicator, should appear before the words LOC
localizer signal available locator flag disappear in the course
indicator and must be combined operational information
system directional gyro / vertical (EKVK).
• The automatic control mode approach to land is
selected by pressing the AP agent after connecting
mode control director. The aircraft intercepted the
localizer beam through the side channel. To intercept
the signal beam equidistant from the glide slope plane
stabilization maintain altitude as long as the vertical
angle of the trajectory intercept is less than 5 º.
Automatic modes of control director are selected by
pressing and holding for a while the red button APCS
MODE OFF button on the joystick.
 BIBLIOGRAPHY
• TITLE: Mikoyan MiG-29 Fulcrum
AUTHOR: Yefim Gordon
YEAR OF PUBLICATION : 1999
ISBN: 1-84037-028-9
PAGES: 228
EDITORIAL: Airlife Publishing Ltd.

• MIG-29 Flight Manual de Alan R. Wise

• Mikoyan MiG-29 Fulcrum de Yefim Gordon