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Here, this is the pitch-attitude loop. The transfer function θ/ δe (s) is obtained from the transfer function matrix G(s) introduced in Eq. (25). The compensation element Gθ is obtained so that the resulting loop-transmission L(jω) = θe /θ, with θe and θ as in Fig. 6, exhibits the frequency-domain characteristics prescribed by the Bode plot shown in Fig. 7. A loop transmission exhibiting these characteristics can be shown to exhibit good command-following and disturbance rejection performance with a closed-loop bandwidth approximately equal to the crossover frequency.

Have been identified by the inspector, then an appropriate maintenance action, such as re- pair, replacement, and overhaul can be recommended. There may be delays in inspections due to coordination and scheduling conflicts. Expertise is required in diagnosing potential safety problems and in making probability assessments. There is increased emphasis on the capturing and systematizing of existing aircraft inspection and maintenance knowledge.

The amplitude of each component will vary with time, but is assumed invariant over the length of the aircraft and is equal to the amplitude experienced at the aircraft’s center of gravity. Equations (16) and (17) can be modified to accommodate this simple turbulence model by realizing that: (1) The aircraft will see a relative wind with perturbation components u − ug , v − vg , and w − wg . (2) The effects of this simplified turbulence representation on the dynamics of the aircraft can be approximated by modifying the aerodynamic (as opposed to the inertial) terms in Eqs.

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