What is job analysis Essay Example | Topics and Well Written Essays - 500 words

What is job analysis - Essay Example Part of the reason for this is that managers feel that they have been familiar with the content of the social sciences, human nature, since their childhood as opposed to, say, the content of nuclear physics or microbiology. This leads managers to rely on what they perceive as their experience-based knowledge of human nature in personnel decision making. Job analysis is a systematic process for acquiring objective and detailed information about jobs. It is not a single methodology but a generic term representing a range of techniques. The data gathered may be in the form of information on job tasks, roles, and job holder attributes relevant to job performance (p. 9). In organization, the role of job analysis has encountered managers who do seem to have developed considerable insight into human behavior. As a result of long years of watching successful and unsuccessful performers in particular positions, they can now make well-informed guesses as to which employee will be successful in those positions. This discerning ability, however, is likely to be specific to the positions and could not be effectively applied to organizational development programs for employees in different occupational specialties and levels of organizational functioning. Job analysis is crucial for effective recruitment because it allows certain standardization of job description. To effect the standardization and control for which procedures are designed, they are presented in a specific format conveying information for a particular action to be taken. The achievement may be only one step in a series of steps or the entire series. Once formalized in this way, job analysis procedures need to be followed clearly to achieve their objectives. Sometimes exceptions in job analysis may be made to a formalized process, but in that case the manner of making an

Ocean to the Rivers of Story by Somadeva Essay Example for Free

Ocean to the Rivers of Story by Somadeva Essay Ocean to the Rivers of Story by Somadeva The Kathasaritsagara (Ocean to the Rivers of Story) is a famous compendium of Indian legends fairy tales and folk stories compiled by Somadeva. Somadeva lived in the 11th century. He was a court poet to King Ananta of Kashmir. Most likely he was asked to compose a cycle of stories for the Queen Suryamati to keep her mind away from the political crisis in the country. The poet knew a lot of ancient tales that contained many ancient Indian beliefs. As a basis for his book he took a much older Indian tale collection Brhat-katha (The Great Romance) by Gunadhya, the  original version of which had been lost. The structure of Kathasaritsagara is a collection of tales inside one main framing tale about the life and adventures of the son of the legendary King Udayana. It also includes the story about how The Great Romance was written and what happened to this book afterwards. As the title implies -Ocean to the Rivers of Story, Somadevas work united all the stories that were known at that time, just like an ocean unites all the rivers. Every story, big or small, written or told found its reflection in Somadevas collection. Thus, no wonder that the characters of this collection both, humans and all different creatures that humans believed in. Some stories reflected the life of Indian society, and their characters are desperate lovers, powerful kings, greedy bankers, smart merchants, shrewd and clever women, brave warriors and many others. Other stories reflect strange fantastic myths and the characters of them are goblins, vampires, witches, devils and all other imaginary creatures that were created by Indian folklore during the past centuries. This book is  sometimes called the mirror of Indian imagination. The story The Red Lotus of Chastity tell us about a live of a merchants family. The only son of a merchant got married to a smart and beautiful girl named Devasmita. The young man inherited his fathers business and had to take care of his familys prosperity. One day he decided to go to the island of Cathay to sell his goods. His wife was afraid that he would fall in love with another woman while being away. She went to the temple and asked God Siva for a piece of advise. God Siva gave a red lotuse to her  and her husband, saying that it any of them would be unfaithful, the lotus of the spouse would fade. On the trip the fellow merchants of the young man found out about this and decided to seduce the young merchants wife and humiliate Guhasena. However, all their attempts were in vain, as Devasmita understood their plan and could play a trick on all of them. At the end Devasmita travels to the island of Cathay to tell the story to her husband and to not be separated from him anymore. The three men who tried to seduce Devasmita admitted their plans and were turned into her slaves. This storys characters are regular people: a young merchant, who loves his wife and wants to give the best he can get to her; a young wife, who loves her husband and remains faithful to him all the time, three men- seducers, who represent the evil side; a witch- an old woman who help to make the plan of seduction. But at the end we see that the good characters celebrate the victory as it should always be. This story reminds me of the stories and tales of European troubadours who lived during the Medieval Ages. In contrast to the official sacred art, their tales and songs were  about real human lives, about human good and bad traits of character. The character of this story can be easily compared to the characters of Molieres plays and Shakespeares comedies. There have been many discussions about how Indian stories traveled around the world. According to some scientists Indian story-telling made the Persians learn the art of storytelling and pass it on to the Arabians. Then ancient Indian tales traveled from the Middle East to Constantinople and Venice. Later they were reflected in the works of the early representatives of the Renaissance Era. Some scientists believe that Western tales borrowed a lot from Indian ones. The discussion is still open nowadays. The researches could not prove anything yet. However, even on the example of this story we could see the similarity of character types and story development. But it would be not surprising that this type of a connection would be established as it is very likely that educated European people knew Indian tales and were fascinated by them. Obviously, they could have borrowed some motives and characters for their later works.

Equality Between Men and Women in Modern Society vs. Ancient Greek Soci

In today's society, women hold a position equal to that of a man. However, this has not always been the case especially in the Ancient Greek society. In the society there were many rules and regulations for all, but in particular the women had it the hardest. Women were seen as insignificant characters in the Ancient Greek society. While the men†¦.women attained the most difficult job of all, bearing children. These women in the society had very little freedom, actually no freedom at all. Can you imagine being locked inside a house all day with the windows locked? In the Ancient Greek society, women were actually very important to keeping the society together and functioning. Men did not give them the credit they deserved. Thus dominant role of women portrayed in Ancient Greek mythology and artwork is in direct contrast to the more subservient role of women during the classical era in Greece. In today's society, women hold a position equal to that of a man. However, this has not always been the case especially in the Ancient Greek society. In the society there were many rules and re...

My Alignment with the Values of the Bank Essay

According to Business Dictionary 2010, values can be defined as the important and enduring beliefs or ideals shared by the members of a culture about what is desirable and what is not. Each person has his or her own individual values and so does organizations. The values of organizations dictate its actions and behaviors. Corporate values can be said to play an important role in an organization and is imperative to success. And Access Bank PLC is known for its core values which are Excellence, Leadership, Empowered employees, Passion for customers, Professionalism, and Innovation. These values can be said to be responsible for its excellence and continuous strive to be the best both locally and globally. To attain a successful alignment between individual and organization values, there needs to be a synergy between the employee and the organization he or she works for. My alignment with these values are in no doubt because I as an individual always strive to be the best and these values should be cultivated by any individual or organization that strive to be the best. Firstly the value of Leadership, I as an individual that strive for excellence always want to be the leader. I strive to acquire all the necessary knowledge and expertise that makes me stand out as a leader that others look up to. So in this vein, contributing and believing in the Leadership value of Access Bank PLC is something that will come as second nature to me. Then there is excellence. This being part of my daily mantra is a value that aligning with will also come as second nature. I and Access Bank both believe in the value of excellence. As someone who strive to be the best and excel. Excellence is a watch word that applies to everything I do. I recognize the importance

Flight Control Systems

Flight Control Systems W. -H. Chen Department of Aeronautical and Automotive Engineering Loughborough University 2 Flight Control Systems by W. -H. Chen, AAE, Loughborough Contents 1 Introduction 1. 1 Overview of the Flight Envelope 1. 2 Flight control systems . . . . . . 1. 3 Modern Control . . . . . . . . . . 1. 4 Introduction to the course . . . . 1. 4. 1 Content . . . . . . . . . . 1. 4. 2 Tutorials and coursework 1. 4. 3 Assessment . . . . . . . . 1. 4. 4 Lecture plan . . . . . . . 1. 4. 5 References . . . . . . . . . 7 7 8 8 9 9 10 10 10 11 13 13 16 16 17 17 18 19 19 20 20 20 20 20 24 25 25 25 25 26 27 27 29 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Longitudinal response to the control 2. 1 Longitudinal dynamics . . . . . . . . . . . . . . . . . . . . . . . . . 2. 2 State space description . . . . . . . . . . . . . . . . . . . . . . . . . 2. 2. 1 State variables . . . . . . . . . . . . . . . . . . . . . . . . 2. 2. 2 General state space model . . . . . . . . . . . . . . . . . . . 2. 3 Longitudinal state space model . . . . . . . . . . . . . . . . . . . . 2. 3. 1 Numerical example . . . . . . . . . . . . . . . . . . . . . . . 2. 3. 2 The choice of state variables . . . . . . . . . . . . . . . . . . 2. 4 Aircraft dynamic behaviour simulation using state space models . 2. 4. 1 Aircraft response without control . . . . . . . . . . . . . . . 2. 4. 2 Aircraft response to controls . . . . . . . . . . . . . . . . . 2. 4. 3 Aircraft response under both initial conditions and controls 2. 5 Longitudinal response to the elevator . . . . . . . . . . . . . . . . 2. 6 Transfer of state space models into transfer functions . . . . . . . . 2. 6. 1 From a transfer function to a state space model . . . . . . . 2. 7 Block diagram representation of state space models . . . . . . . . . 2. 8 Static stability and dynamic modes . . . . . . . . . . . . . . . . . . 2. 8. 1 Aircraft stability . . . . . . . . . . . . . . . . . . . . . . . . 2. 8. 2 Stability with FCS augmentation . . . . . . . . . . . . . . . 2. 8. 3 Dynamic modes . . . . . . . . . . . . . . . . . . . . . . . . . 2. 9 Reduced models of longitudinal dynamics . . . . . . . . . . . . . . 2. 9. Phugoid approximation . . . . . . . . . . . . . . . . . . . . 2. 9. 2 Short period approximation . . . . . . . . . . . . . . . . . . 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 3 Lateral response to the controls 3. 1 Lateral state space models . . . . . . . . . . . . 3. 2 Transient response to aileron and rudder . . . . 3. 2. 1 Numerical example . . . . . . . . . . . . 3 . 2. 2 Lateral response and transfer functions 3. 3 Reduced order models . . . . . . . . . . . . . . 3. 3. 1 Roll subsidence . . . . . . . . . . . . . . 3. 3. Spiral mode approximation . . . . . . . 3. 3. 3 Dutch roll . . . . . . . . . . . . . . . . . 3. 3. 4 Three degrees of freedom approximation 3. 3. 5 Re-formulation of the lateral dynamics . CONTENTS 31 31 33 33 33 35 38 38 39 39 40 43 43 46 46 46 46 48 49 49 55 55 55 58 58 60 60 61 62 65 66 66 67 68 68 68 69 69 69 70 70 71 71 73 73 73 73 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Stability Augmentation Systems 4. 1 State space design techniques . . . . . . . . . . . 4. 2 Longitudinal stability augmentation systems . . . 4. 2. 1 The choice of feedback variables . . . . 4. 2. 2 SAS for short period dynamics . . . . . . 4. 3 Lateral stability augmentation systems . . . . . . 4. 3. 1 Yaw rate feedback for rudder control . . . 4. 3. 2 Roll feedback for aileron control . . . . . 4. 3. 3 Integration of lateral directional feedback 5 Autopilots 5. 1 Pitch holding autopilot . . . . . . . . . . . . . . . . . . . . . . . 5. 1. 1 phugoid suppress . . . . . . . . . . . . . . . . . . . . . . 5. 1. 2 Eliminate the steady error with integration . . . . . . . 5. 1. 3 Improve transient performance with pitch rate feedback 5. 2 Height holding autopilot . . . . . . . . . . . . . . . . . . . . . . 5. . 1 An intuitive height holding autopilot . . . . . . . . . . . 5. 2. 2 Improved height holding systems . . . . . . . . . . . . . 5. 3 Actuator dynamics . . . . . . . . . . . . . . . . . . . . . . . . . 6 Handling Qualities 6. 1 Handing qualities for aircraft . . . . . . . . . . . . 6. 2 Pilot-in-loop dynamics . . . . . . . . . . . . . . . . 6. 2. 1 Pilot as a controller . . . . . . . . . . . . . 6. 2. 2 Frequency response of a dynamic system . . 6. 2. 3 Pilot-in-loop . . . . . . . . . . . . . . . . . 6. 3 Flying qualities requirements . . . . . . . . . . . . 6. 4 Aircraft role . . . . . . . . . . . . . . . . . . . . . . 6. . 1 Aircraft classi? cation . . . . . . . . . . . . . 6. 4. 2 Flight phase . . . . . . . . . . . . . . . . . . 6. 4. 3 Levels of ? ying qualities . . . . . . . . . . . 6. 5 Pilot opinion rating . . . . . . . . . . . . . . . . . . 6. 6 Longitudinal ? ying qualities requirements . . . . . 6. 6. 1 Short perio d pitching oscillation . . . . . . 6. 6. 2 Phugoid . . . . . . . . . . . . . . . . . . . . 6. 6. 3 Flying qualities requirements on the s-plane 6. 7 Lateral-directional ? ying qualities requirements . . 6. 7. 1 Roll subsidence mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONTENTS 6. 7. 2 6. 7. 3 6. 7. 4 5 Spiral mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73 Dutch roll mode . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 Lateral-directional mode in s-plane . . . . . . . . . . . . . . . . . 75 77 . . . . . . . . . . . control derivatives . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79 79 79 79 79 79 7 Fly-by-Wire ? ight control 8 Appendices 8. Boeing 747-100 data . . . . . . . . . . . 8. 2 De? nitions of Aerodynamic stability and 8. 3 Root Locus . . . . . . . . . . . . . . . . 8. 4 Frequency response . . . . . . . . . . . . appendices 6 CONTENTS Chapter 1 Introduction 1. 1 Overview of the Flight Envelope †¢ Flight planing †¢ Aircraft checking †¢ Taxi †¢ Take-o? – Rotate, â€Å"select† an attitude – Clean up (gear, ? aps, etc) – Emergencies (engine failure, ? re, etc) †¢ Climb – Speed control – Procedure (manual, autopilot) †¢ Mission Tasks – Cruise – Combat (air to air) – Strike (air to earth) – General handling (stalling, spinning, aerobatics) – Formation ? ing (Navigation, procedure etc) – Emergencies – Con? guration (weapons, tanks, fuel load) †¢ Recovery – Descent – Instrument approach – Landing – Overshoot 7 8 CHAPTER 1. INTRODUCTION Stick – Linkage 6 Trim ? -? Servo Actuator – Aircraft dynam ics Figure 1. 1: Manual pilot control aircraft – Formation – Procedures – Emergencies †¢ Taxi Longitudinal and lateral dynamics thus Flight control systems are involved in Take o? , Climb, Mission tasks and Recovery. †¢ Di? erent aircraft (aircraft class) †¢ Di? erent ? ight phase Manual– handling qualities/? ight qualities Improve the handling qualities of airplane; Autopilot 1. 2Flight control systems Objectives †¢ To improve the handling qualities †¢ To release the operation burden of pilots partly or fully †¢ To increase the performance of aircraft or missiles Types of Flight Control Systems (FCS) 1. Open-loop control 2. Stability augmentation systems 3. Autopilot 4. Integrated Navigation systems and Autopilots (? ight management systems) 1. 3 Modern Control †¢ Classic control– transfer function – frequency domain †¢ Limitation of classic design method: single input, single output (SISO), only conc ern the output behaviour, linear systems (saturation) †¢ System description in state space form. 1. 4.INTRODUCTION TO THE COURSE 9 Stick Trim – Aircraft dynamics – + ? + -Linkage – ? – ? – Servo Actuator 6 6  Stability Aug. Systems  Sensor  ? Figure 1. 2: Stability Augmentation Systems Reference Command + -? Autopilot – 6 6 + -? 6 – SAS – Actuators – Aircraft dynamics – Sensor  6  Navigation Systems ? ? Figure 1. 3: Autopilot con? guration †¢ Describe aircraft or other dynamics systems in a set of ? rst order di? erential equations. Expressed in a matrix form †¢ State space analysis and design techniques– very powerful technique for control systems †¢ Matrix manipulation knowledge required 1. 4 1. 4. 1 Introduction to the courseContent This course will cover †¢ state space analysis and design techniques for aircraft †¢ simple ? ight control systems including stability aug mentation systems, and simple autopilots †¢ handling qualities 10 CHAPTER 1. INTRODUCTION Flight Management 6 Systems/Autopilot 6 + -? 6 – SAS – Actuators – Aircraft dynamics – Sensor  6 Navigation Systems ? ? Figure 1. 4: Autopilot con? guration †¢ Fly-By-Wire (FBW) 1. 4. 2 Tutorials and coursework †¢ Tutorials will start from Week 3 †¢ One tutorial section in each week †¢ One coursework based on MATLAB/Simulink simulation, must be handed in before 4:00 PM Thursday, Week 11 1. 4. 3Assessment †¢ Coursework: 20%; †¢ Examination: 2 hours; attempt 3 from 5 questions; 80% of the ? nal mark. 1. 4. 4 Lecture plan †¢ Overall ? ight envelope †¢ Flight control systems †¢ Modern control design methodology †¢ The introduction of the course– structure, assessment, exercises, references 1. Introduction 2. Response to the controls (a) State space analysis (b) Longitudinal response to elevator and throttle (c) Transient response to aileron and rudder 3. Aircraft stability augmentation systems 1. 4. INTRODUCTION TO THE COURSE (a) Performance evaluation †¢ †¢ †¢ †¢ stability Time domain requirements Frequency domain speci? ations Robustness 11 (b) Longitudinal Stability Augmentation Systems †¢ Choice of the feedback variables †¢ Root locus and gain determination †¢ Phugoid suppress (c) Lateral stability augmentation systems †¢ Roll feedback for aileron control †¢ Yaw rate feedback for rudder control 4. Simple autopilot design †¢ Augmented longitudinal dynamics †¢ Height hold systems 5. Handling Qualities (a) Time delay systems (b) Pilot-in-loop dynamics (c) Handling qualities (d) Frequency domain analysis (e) Pilot induced oscillation 6. Flight Control system implementation Fly-by-wire technique 1. 4. 5 References 1. Flight Dynamics Principles.M. V. Cook. 1997. Arnold. Chaps. 4,5,6,7,10,11 2. Automatic Flight Control Systems. D. McL ean. 1990. Prentice Hall International Ltd. Chaps. 2, 3,6,9. 3. Introduction to Avionics Systems. Second edition. R. P. G. Collinson. 2003. Kluwer Academic Publishers. Chap. 4 12 CHAPTER 1. INTRODUCTION Chapter 2 Longitudinal response to the control 2. 1 Longitudinal dynamics From Flight Dynamics course, we know that the linearised longitudinal dynamics can be written as mu ? ? ? X ? X ? X ? X u? w? ? w + (mWe ? )q + mg? cos ? e ? u ? w ? ?w ? q ? Z ? Z ? Z ? Z ? u + (m ? )w ? ? w ? (mUe + )q + mg? sin ? e ? u ? w ? ?w ? q ?M ? M ? M ? M u? w? ? w + Iy q ? ? q ? ?u ? w ? ?w ? q = = = ? X ? t ? Z ? t ? M ? t (2. 1) (2. 2) (2. 3) The physical meanings of the variables are de? ned as u: Perturbation about steady state velocity Ue w: Perturbation on steady state normal velocity We q: Pitch rate ? : Pitch angle Under the assumption that the aeroplane is in level straight ? ight and the reference axes are wind or stability axes, we have ? e = We = 0 (2. 4) The main controls in longitudina l dynamics are the elevator angle and the engine trust. The small perturbation terms in the right side of the above equations can be expressed as ? X ? t ?Z ? t ? M ? t where 13 = = = ? X ? X ? e + ? e ?Z ? Z ? e + ? e ?M ? M ? e + ? e (2. 5) (2. 6) (2. 7) 14 CHAPTER 2. LONGITUDINAL RESPONSE TO THE CONTROL ? e : the elevator de? ection (Note ? is used in Appendix 1) ? : engine thrust perturbation Substituting the above expression into the longitudinal symmetric motion yields ? X ? X ? X ? X u? w? ? w? q + mg? ?u ? w ? ?w ? q ? Z ? Z ? Z ? Z ? u + (m ? )w ? ? w ? (mUe + )q ? u ? w ? ?w ? q ? M ? M ? M ? M u? w? ? w + Iy q ? ? q ? ?u ? w ? ?w ? q mu ? ? = = = ? X ? X ? e + ? e ?Z ? Z ? e + ? e ?M ? M ? ?e + e (2. 8) (2. 9) (2. 10)After adding the relationship ? ? = q, (2. 11) Eqs. (2. 8)- (2. 11) can be put in a more concise vector and matrix format. The longitudinal dynamics can be written as ? m ? 0 ? ? 0 0 ? ?X ? w ? ?Z m ? ?w ? ? ? M ? w ? 0 0 0 Iy 0 u ? 0 0 w ? ? 0 q ? ? 1 ? ? ? = ? ? ? ? ? ? ? ? ? ?X ? u ? Z ? u ? M ? u ? X ? w ? Z ? w ? M ? w ? Z ? q ? X ? q + mUe ?M ? q 0 0 ?X e ? Z e ? M e 0 ?X ?Z ?M ? ? ? ? 1 ?mg u 0 w 0 q ? 0 ? ? ?+ ? ?e ? (2. 12) 0 Put all variables in the longitudinal dynamics in a vector form as ? ? u ? w ? ? X=? ? q ? ? and let m ? ?X ? w ? ? 0 m ? ?Z ? ?w ? = ? 0 ? ?M ? w ? 0 ? ?X ? X ? = ? ? ? B ? = ? ? ? u ? Z ? u ? M ? u ? w ? Z ? w ? M ? w ? Z ? q (2. 13) ? M 0 0 Iy 0 ?X ? q ? 0 0 ? ? 0 ? 1 (2. 14) ? ?mg 0 ? ? 0 ? 0 A + mUe ?M ? q (2. 15) 0 0 ?X e ? Z e ? M e 0 ?X ?Z ?M ? ? ? ? 1 (2. 16) 0 U= ?e ? (2. 17) 2. 1. LONGITUDINAL DYNAMICS Equation (2. 12) becomes 15 ? MX = A X + B U (2. 18) It is custom to convert the above set of equations into a set of ? rst order di? erential equations by multiplying both sides of the above equation by the inverse of the matrix M , i. e. , M ? 1 . Eq. (2. 18) becomes ? ? ? ? ? ? u ? xu xw xq x? x? e x? u ? w ? ? zu zw zq z? ? ? w ? ? z? z? ? ? e ? ? ? =? ? ? ? ( 2. 19) ? q ? ? mu mw mq m? ? ? q ? + ? m? e m? ? ? ? ? ? 0 0 1 0 0 0 ? Let xu ? zu A = M ? 1 A = ? ? mu 0 ? ? xw zw mw 0 xq zq mq 1 ? x? z? ? ? m? ? 0 (2. 20) and x? e ? z? e B = M ? 1 B = ? ? m ? e 0 ? x? z? ? ? m? ? 0 (2. 21) It can be written in a concise format ? X = AX + BU (2. 22) Eq. (2. 22) with (2. 20) and (2. 21) is referred as the state space model of the linearised longitudinal dynamics of aircraft. Appendix 1 gives the relationship between the new stability and control derivatives in the matrix A and B, i. e. xu , so on, with the dimensional and non-dimensional derivatives, where ?X ? Xu = ? u (2. 23) denotes dimensional derivative and Xu its corresponding non-dimensional derivative. These relationships are derived based on the Cramer’s rule and hold for general body axes. In the case when the derivatives are referred to wind axes, as in this course, the following simpli? cations should be made Ue = Vo , We = 0, sin ? e = 0, cos ? e = 1 (2. 24) The description of the longitudinal dynamics in the matrix-vector format as in (2. 19) can be extended to represent all general dynamic systems. Consider a system with order n, i. e. , the system can be described by n order di? rential equation (as it will be explained later, this is the same as the highest order of the denominator polynomial in the transfer function is n). In the representation (2. 22), A ? Rn? n is the system matrix ; B ? Rn? m is the input matrix ; X ? Rn is the state vector or state variables and U ? Rm the input or input vector. The equation (2. 22) is called state equation. For the stability augmentation system, only the in? uence of the variation of the elevator angle, i. e. the primary aerodynamic control surface, is concerned. The above equations of motion can be simpli? ed. The state space representation remains the 6 CHAPTER 2. LONGITUDINAL RESPONSE TO THE CONTROL same format as in eq. (2. 22) with the same matrix A and state variables but with a di? erent B and input U as given below ? ? x ? e ? z ? B = M ? 1 B = ? ?e ? (2. 25) ? m? e ? 0 and U = ? e (2. 26) Remark: It should be noticed that in di? erent textbooks, di? erent notations are used. For the state space representation of longitudinal dynamics, sometime widetilded derivatives are used as follows ? ? 1 ? X 1 ? X ? ? 1 ? X ? ? 0 ? g u ? u m ? u m ? w m e 1 ? Z 1 ? Z 1 ? Z ? w ? ? 0 ? ? w ? ? m e ? ?+? ? ? ? = ? m ? u m ? w Ue ? ? e (2. 27) ? q ? Mu ? Mw Mq 0 ? ? q ? ? M? e ? ? ? ? 0 0 1 0 0 where Mu = Mw = 1 ? M 1 ? Z 1 ? M + ? Iyy ? u m ? u Iyy ? w ? 1 ? M 1 ? Z 1 ? M + ? Iyy ? w m ? w Iyy ? w ? 1 ? M 1 ? M + Ue ? Iyy ? q Iyy ? w ? (2. 28) (2. 29) (2. 30) (2. 31) Mq = M? e = 1 ? M 1 ? Z 1 ? M + ? Iyy e m e Iyy ? w ? The widetilded derivatives and the other derivatives in the matrices are the same as the expression of the small letter derivatives under certain assumptions, i. e. using stability axis. 2. 2 2. 2. 1 State space description State variables A minimum set of variables which, when known at time t0 , together with the input, are su? ient to describe the behaviours of the system at any time t > t0 . State variables may have no any physical meanings and may be not measurable. For the longitudinal dynamic of aircraft, there are four state variables, i. e, ? ? u ? w ? ? X=? (2. 32) ? q ? ? and one input or control variable, the elevator de? ection, U = ? e (2. 33) 2. 3. LONGITUDINAL STATE SPACE MODEL Thus n=4 m=1 17 (2. 34) The system matrix and input matrix of the longitudinal dynamics are given by ? ? xu xw xq x? ? z zw zq z? ? ? A = M ? 1 A = ? u (2. 35) ? mu mw mq m? ? 0 0 1 0 and ? x? e ? z ? B = M ? 1 B = ? ?e ? ? m ? e ? 0 ? (2. 36) respectively. . 2. 2 General state space model w Ue When the angle of attack ? is of concern, it can be written as ? = which can be put into a general form as y = CX where y=? = and C= 0 1/Ue 0 0 (2. 40) Eq. (2. 38) is called Output equation; y the output variable and C the output matrix. For more general case where there are more than one output and has a direct path from input to output variable, the output equation can be written as Y = CX + DU (2. 41) w Ue (2. 38) (2. 39) (2. 37) where Y ? Rr ,C ? Rr? n and D ? Rr? m . For motion of aerospace vehicles including aircraft and missiles, there is no direct path between input and output.In this course only the case D = 0 is considered if not explicitly pointed out. Eq. (2. 22) and (2. 38) (or (2. 41)) together represent the state space description of a dynamic system, which is opposite to the transfer function representation of a dynamic system studied in Control Engineering course. 2. 3 Longitudinal state space model When the behaviours of all the state variables are concerned, all those variables can be chosen as output variables. In addition, there are other response quantities of interest including the ? ight path angle ? , the angle of attack ? and the normal acceleration az (nz ).Putting all variables together, the output vector can be written a s 18 CHAPTER 2. LONGITUDINAL RESPONSE TO THE CONTROL ? ? ? ? ? Y =? ? ? ? ? Invoking the relationships ? = ? ? ? ? ? ? ? ? ? ? u w q ? ? ? az w Ue (2. 42) (2. 43) w Ue (2. 44) the ? ight path angle ? = = and the normal acceleration az (nz ) az = = = ?Z/m = ? (Zu u + Zw w + Zq q + Zw w + Z? e ? e )/m ? ? ? (w ? qUe ) ? ?zu u ? zw w ? zq q ? z? e ? e + Ue zq (2. 45) where the second equality substituting the expression matrix is given by ? ? ? u 1 ? w ? ? 0 ? ? ? ? q ? ? 0 ? ? ? Y =? ? ? =? 0 ? ? ? ? ? ? ? 0 ? ? ? ? ? ? ? 0 az ? zu ollows from (2. 9) and the last equality is obtained by of w in its concise derivative format. Hence the output ? 0 1 0 0 1/Ue ? 1/Ue ? zw 0 0 1 0 0 0 ? zq + Ue 0 0 0 1 0 1 0 ? ? ? ? ? ? ? ? ? ? u ? ? ? w ? ? +? q ? ? ? ? ? 0 0 0 0 0 0 ? z? e ? ? ? ? ? ? ? e ? ? ? ? (2. 46) There is a direct path between the output and input! The state space model of longitudinal dynamics consists of (2. 22) and (2. 46). 2. 3. 1 Numerical example Boeing 747 jet transpor t at ? ight condition cruising in horizontal ? ight at approximately 40,000 ft at Mach number 0. 8. Relevant data are given in Table 2. 1 and 2. 2.Using tables in Appendix 1, the concise small derivatives can be calculated and then the system matrix and input matrix can be derived as ? ? ? 0. 006868 0. 01395 0 ? 32. 2 ? ?0. 09055 ? ?0. 3151 774 0 ? A=? (2. 47) ? 0. 0001187 ? 0. 001026 ? 0. 4285 ? 0 0 0 1 0 ? ? ? 0. 000187 ? ?17. 85 ? ? B=? (2. 48) ? ?1. 158 ? 0 Similarly the parameters matrices in output equation (2. 46) can be determined. It should be noticed that English unit(s) is used in this example. 2. 4. AIRCRAFT DYNAMIC BEHAVIOUR SIMULATION USING STATE SPACE MODELS19 Table 2. 1: Boeing 747 transport data 636,636lb (2. 83176 ? 106 N) 5500 ft2 (511. m2 ) 27. 31 ft (8. 324 m) 195. 7 ft (59. 64 m) 0. 183 ? 108 slug ft2 (0. 247 ? 108 kg m2 ) 0. 331 ? 108 slug ft2 (0. 449 ? 108 kg m2 ) 0. 497 ? 108 slug ft2 (0. 673 ? 108 kg m2 ) -0. 156 ? 107 slug ft2 (-0. 212 ? 107 kg m2 ) 774 ft /s (235. 9m/s) 0 5. 909 ? 10? 4 slug/ft3 (0. 3045 kg/m3 ) 0. 654 0. 0430 W S c ? b Ix Iy Iz Izx Ue ? 0 ? CL0 CD Table 2. 2: Dimensional Derivatives– B747 jet X(lb) Z(lb) M(ft. lb) u(f t/s) ? 1. 358 ? 102 ? 1. 778 ? 103 3. 581 ? 103 w(f t/s) 2. 758 ? 102 ? 6. 188 ? 103 ? 3. 515 ? 104 q(rad/sec) 0 ? 1. 017 ? 105 ? 1. 122 ? 107 2 w(f t/s ) ? 0 1. 308 ? 102 -3. 826 ? 103 5 ? e (rad) -3. 17 ? 3. 551 ? 10 ? 3. 839 ? 107 2. 3. 2 The choice of state variables The state space representation of a dynamic system is not unique, which depends on the choice of state variables. For engineering application, state variables, in general, are chosen based on physical meanings, measurement, or easy to design and analysis. For the longitudinal dynamics, in additional to a set of the state variables in Eq. (2. 32), another widely used choice (in American) is ? u ? ? ? ? X=? ? q ? ? ? (2. 49) Certainly, when the logitudinal dynamics of the aircraft are represented in terms of the above state variab les, di? rent A, B and C are resulted (see Tutorial 1). 2. 4 Aircraft dynamic behaviour simulation using state space models State space model developed above provides a very powerful tool in investigate dynamic behavious of an aircraft under various condition. The idea of using state pace models for predicting aircraft dynamic behavious or numerical simulation can be explained by 20 CHAPTER 2. LONGITUDINAL RESPONSE TO THE CONTROL the following expression X(t + ? t) = X(t) + dX(? ) ? |? =t ? t = X(t) + X(t)? t d? (2. 50) ? where X(t) is current state, ? t is step size and X(t) is the derivative calculated by the state space equation. . 4. 1 Aircraft response without control ? X = AX X(0) = X0 (2. 51) 2. 4. 2 Aircraft response to controls ? X = AX + BU ; X(0) = 0 (2. 52) where U is the pilot command 2. 4. 3 Aircraft response under both initial conditions and controls ? X = AX + BU ; X(0) = X0 (2. 53) 2. 5 Longitudinal response to the elevator After the longitudinal dynamics are descri bed by the state space model, the time histories of all the variables of interests can be calculated. For example, the time responses of the forward velocity u, normal velocity w (angle of attack) and ? ight path angle ? under the step movement of the levator are displayed in Fig 2. 1–2. 5 Discussion: If the reason for moving the elevator is to establish a new steady state ? ight condition, then this control action can hardly be viewed as successful. The long lightly damped oscillation has seriously interfered with it. A good operation performance cannot be achieved by simply changing the angle of elevator. Clearly, longitudinal control, whether by a human pilot or automatic pilot, demands a more sophisticated control activity than open-loop strategy. 2. 6 Transfer of state space models into transfer functions Taking Laplace transform on both sides of Eq. (2. 2) under the zero initial assumption yields sX(s) = Y (s) = where X(s) = L{X(t)}. AX(s) + BU (s) CX(s) (2. 54) (2. 55) 2. 6. TRANSFER OF STATE SPACE MODELS INTO TRANSFER FUNCTIONS21 Step response to elevator: Velocity 90 80 70 60 Velocity(fps) 50 40 30 20 10 0 0 1 2 3 4 5 Time(s) 6 7 8 9 10 Figure 2. 1: Longitudinal response to the elevator Step response to evelator: angle of attack 0 ?0. 005 ?0. 01 Angle of attack(rad) ?0. 015 ?0. 02 ?0. 025 ?0. 03 0 1 2 3 4 5 Time(s) 6 7 8 9 10 22 CHAPTER 2. LONGITUDINAL RESPONSE TO THE CONTROL Step respnse to elevator: Flight path angle 0. 1 0. 08 0. 06 0. 04 Flight path angle (rad) 0. 02 0 0. 02 ?0. 04 ?0. 06 ?0. 08 ?0. 1 0 1 2 3 4 5 Time(s) 6 7 8 9 10 Figure 2. 2: Longitudinal response to the elevator Step Response to elevator: long term 90 80 70 60 Velocity (fps) 50 40 30 20 10 0 0 100 200 300 Time (s) 400 500 600 Figure 2. 3: Longitudinal response to the elevator 2. 6. TRANSFER OF STATE SPACE MODELS INTO TRANSFER FUNCTIONS23 Step response to elevator: long term 0 ?0. 005 ?0. 01 Angle of attack (rad) ?0. 015 ?0. 02 ?0. 025 ?0. 03 0 100 200 300 Time (s) 400 50 0 600 Figure 2. 4: Longitudinal response to the elevator Step response to elevator: long term 0. 1 0. 08 0. 06 0. 04 Flight path angle (rad) 0. 02 0 ?0. 2 ?0. 04 ?0. 06 ?0. 08 ?0. 1 0 100 200 300 Time (s) 400 500 600 Figure 2. 5: Longitudinal response to the elevator 24 CHAPTER 2. LONGITUDINAL RESPONSE TO THE CONTROL Y (s) = C[sI ? A]? 1 BU (s) Hence the transfer function of the state space representation is given by G(s) = C[sI ? A]? 1 B = C(Adjoint(sI ? A))B det(sI ? A) (2. 56) (2. 57) Example 1: A short period motion of a aircraft is described by ? ? q ? = ? 0. 334 ? 2. 52 1. 0 ? 0. 387 ? q + ? 0. 027 ? 2. 6 ? e (2. 58) where ? e denotes the elevator de? ection. The transfer function from the elevator de? ection to the angle of attack is determined as follows: ? (s) ? 0. 27s ? 2. 6 = 2 ? e (s) s + 0. 721s + 2. 65 (2. 59) # The longitudinal dynamics of aircraft is a single-input and multi-output system with one input ? e and several outputs, u, w, q, ? , ? , az . Using the techniq ue in Section (2. 6), the transfer functions between each output variable and the input elevator can be derived. The notation u(s) Gue = (2. 60) ? ?e (s) is used in this course to denote the transfer function from input ? e to output u. For the longitudinal dynamics of Boeing 747-100, if the output of interest is the forward velocity, the transfer function can be determined using formula (2. 56) as u(s) ? e (s) ? 0. 00188s3 ? 0. 2491s2 + 24. 68s + 11. 6 s4 + 0. 750468s3 + 0. 935494s2 + 0. 0094630s + 0. 0041959 (2. 61) Gue ? = = Similarly, all other transfer functions can be derived. For a system with low order like the second order system in Example 1, the derivation of the corresponding transfer function from its state space model can be completed manually. For complicated systems with high order, it can be done by computer software like MATLAB. It can be found that although the transfer functions from the elevator to di? erent outputs are di? erent but they have the same denominat or, i. e. s4 + 0. 750468s3 + 0. 935494s2 + 0. 0094630s + 0. 041959 for Beoing 747-100. Only the numerators are di? erent. This is because all the denominators of the transfer functions are determined by det(sI ? A). 2. 6. 1 From a transfer function to a state space model The number of the state variable is equal to the order of the transfer function, i. e. , the order of the denominator of the transfer function. By choosing di? erent state variables, for the same transfer function, di? erent state space models are given. 2. 7. BLOCK DIAGRAM REPRESENTATION OF STATE SPACE MODELS 25 2. 7 Block diagram representation of state space models 2. 8 2. 8. 1 Static stability and dynamic modesAircraft stability Consider aircraft equations of motion represented as ? X = AX + BU (2. 62) The stability analysis of the original aircraft dynamics concerns if there is no any control e? ort,whether the uncontrolled motion is stable. It is also referred as openloop stability in general control engineeri ng. The aircraft stability is determined by the eigenvalues of the system matrix A. For a matrix A, its eigenvalues can be determined by the polynomial det(? I ? A) = 0 (2. 63) Eigenvalues of a state space model are equal to the roots of the characteristic equation of its corresponding transfer function.An aircraft is stable if all eigenvalues of its system matrix have negative real part. It is unstable if one or more eigenvalues of the system matrix has positive real part. Example for a second order system Example 1 revisited 2. 8. 2 Stability with FCS augmentation When a ? ight control system is installed on an aircraft. The command applied on the control surface is not purely generated by a pilot any more; it consists of both the pilot command and the control signal generated by the ? ight control system. It can be written as ? U = KX + U (2. 64) ? where K is the state feedback gain matrix and U is the reference signal or pilot command.The stability of an aircraft under ? ight co ntrol systems is refereed as closed-loop stability. 26 CHAPTER 2. LONGITUDINAL RESPONSE TO THE CONTROL Then the closed-loop system under the control law is given by ? ? X = (A + BK)X + B U (2. 65) Stability is also determined by the eigenvalues of the system matrix of the system (2. 65), i. e. , A + BK. Sometimes only part of the state variables are available, which are true for most of ? ight control systems, and only these measurable variables are fed back, i. e. output feedback control. It can be written as ? ? U = KY + U = KCX + B U where K is the output feedback gain matrix.Substituting the control U into the state equation yields ? ? X = (A + BKC)X + B U (2. 67) (2. 66) Then the closed-loop stability is determined by the eigenvalues of the matrix A+BKC. Boeing Example (cont. ) Open-loop stability: ? 0. 3719 + 0. 8875i ? 0. 3719 ? 0. 8875i eig(A) = ? 0. 0033 + 0. 0672i ? 0. 0033 ? 0. 0672i (2. 68) Hence the longitudinal dynamics are stable. The same conclusion can be drawn from the the transfer function approach. Since the stability of an open loop system is determined by its poles from denominator of its transfer function, i. e. , s4 +0. 750468s3 + 0. 935494s2 + 0. 0094630s + 0. 041959=0. Its roots are given by s1,2 = ? 0. 3719  ± 0. 8875i s3,4 = ? 0. 0033  ± 0. 0672i (2. 69) (This example veri? es that the eigenvalues of the system matrix are the same as the roots of its characteristic equation! ) 2. 8. 3 Dynamic modes Not only stability but also the dynamic modes of an aircraft can be extracted from the stat space model, more speci? cally from the system matrix A. Essentially, the determinant of the matrix A is the same as the characteristic equation. Since there are two pairs of complex roots, the denominator can be written in the typical second order system’s format as 2 2 (s2 + 2? ? p s + ? p )(s2 + 2? s ? s s + ? s ) (2. 70) (2. 71) (2. 72) where ? p = 0. 0489 for Phugoid mode and ? s = 0. 3865 for the short period mode. ?s = 0. 9623 ? p = 0. 0673 2. 9. REDUCED MODELS OF LONGITUDINAL DYNAMICS B 747 Phugoid mode 1. 5 27 1 93. 4s 0. 5 Perturbation 0 ? 0. 5 ? 1 0 300 600 Time (s) Figure 2. 6: Phugoid mode of Beoing 747-100 The ? rst second order dynamics correspond to Phugoid mode. This is an oscillad d tion with period T = 1/? p = 1/(0. 0672/2? ) = 93. 4 second where ? p is the damped frequency of the Phugoid mode. The damping ratio for Phugoid mode is very small, i. e. , ? p = 0. 489. As shown in Figure 2. 6, Phugoid mode for Boeing 747-100 at this ? ight condition is a slow and poor damped oscillation. It takes a long time to die away. The second mode in the characteristic equation corresponds to the short period mode in aircraft longitudinal dynamics. As shown in Fig. 2. 7, this is a well damped response with fast period about T = 7. 08 sec. (Note the di? erent time scales in Phugoid and short period response). It dies away very quickly and only has the in? uence at the beginning of the response. 2. 9 Reduced mode ls of longitudinal dynamics Based on the above example, we can ? d Phugoid mode and short period mode have di? erent time scales. Actually all the aircraft have the similar response behaviour as Boeing 747. This makes it is possible to simplify the longitudinal dynamics under certain conditions. As a result, this will simplify following analysis and design. 2. 9. 1 Phugoid approximation The Phugoid mode can be obtained by simplifying the full 4th order longitudinal dynamics. Assumptions: †¢ w and q respond to disturbances in time scale associated with the short period 28 CHAPTER 2. LONGITUDINAL RESPONSE TO THE CONTROL Beoing 747 Short period mode From: U(1) 0. 7 0. 6 0. 5 0. 4Perturbation To: Y(1) 0. 3 0. 2 0. 1 0 ?0. 1 ?0. 2 0 5 10 15 Time (sec. ) Figure 2. 7: Short Period mode of Beoing 747-100 mode; it is reasonable to assume that q is quasi-steady in the longer time scale associated with Phugoid mode; q=0; ? †¢ Mq , Mw , Zq , Zw are neglected since both q and w are rel atively small. ? ? ? Then from the table in Appendix 1, we can ? nd the expression of the small concise derivatives under these assumptions. The longitudinal model reduces to ? ? ? Xu Xw ? ? X? e ? 0 ? g u ? u m m m Zw ? w ? ? Zu Ue 0 ? ? w ? ? Z? e ? m m ? ? ? =? M ? + ? M ? ?e (2. 73) ? m ? ? 0 ? ? u Mw 0 0 ? q ? ? ? e ? Iyy Iyy Iyy ? ? ? 0 0 1 0 0 This is not a standard state space model. However using the similar idea in Section 2. 6, by taking Laplace transform on the both sides of the equation under the assumption that X0 = 0, the transfer function from the control surface to any chosen output variable can be derived. The characteristic equation (the denominator polynomial of a transfer function) is given by ? (s) = As2 + Bs + C where A = ? Ue Mw Ue B = gMu + (Xu Mw ? Mu Xw ) m g C = (Zu Mw ? Mu Zw ) m (2. 75) (2. 76) (2. 77) (2. 74) 2. 9. REDUCED MODELS OF LONGITUDINAL DYNAMICS 29 This corresponds to the ? st mode (Phugoid mode) in the full longitudinal model. After substit uting data for Beoing 747 in the formula, the damping ratio and the natural frequency are given by ? = 0. 068, ? n = 0. 0712 (2. 78) which are slightly di? erent from the true values, ? p = 0. 049, ? p = 0. 0673, obtained from the full 4th longitudinal dynamic model. 2. 9. 2 Short period approximation In a short period after actuation of the elevator, the speed is substantially constant while the airplane pitches relatively rapidly. Assumptions: †¢ u=0 †¢ Zw (compared with m) and Zq (compared with mUe ) are neglected since they ? are relatively small. w ? q ? Zw m mw Ue mq w q + Z ? e m m ? e ?e (2. 79) The characteristic equation is given by s2 ? ( Zw 1 1 Mq Zw + (Mq + Mw Ue ))s ? (Ue Mw ? )=0 ? m Iyy Iyy m (2. 80) Using the data for B747-100, the result obtained is s2 + 0. 741s + 0. 9281 = 0 with roots s1,2 = ? 0. 371  ± 0. 889i The corresponding damping ratio and natural frequency are ? = 0. 385 wn = 0. 963 (2. 83) (2. 82) (2. 81) which are seen to be almost same as t hose obtained from the full longitudinal dynamics. Actually the short period approximation is very good for a wide range of vehicle characteristics and ? ight conditions. Tutorial 1 1. Using the small concise derivatives, ? d the state equations of longitudinal dynamics of an aircraft with state variables ? ? u ? ? ? ? X=? (2. 84) ? q ? ? 30 CHAPTER 2. LONGITUDINAL RESPONSE TO THE CONTROL Normal acceleration at the pilot seat is a very important quantity, de? ned as the normal acceleration response to an elevator measured at the pilot seat, i. e. aZx = w ? Ue q ? lx q ? ? (2. 85) where lx is the distance from c. g. to the pilot seat. When the outputs of interest are pitch angle ? and the normal acceleration at the pilot seat, ? nd the output equations and identify all the associated parameter matrices and dimension of variables (state, input and output). . The motion of a mass is governed by m? (t) = f (t) x (2. 86) where m is mass, f (t) the force acting on the mass and x(t) the di splacement. When the velocity x(t) and the velocity plus the position x(t) + x(t) are chosen ? ? as state variables, and the position is chosen as output variable, ? nd the state space model of the above mass system. Determine the transfer function from the state space model and compare it with the transfer function directly derived from the dynamic model in Eq. (2. 86). 3. Find the transfer function from elevator de? ection ? e to pitch rate q in Example 1.Determine the natural frequency and damping ratio of the short period dynamics. Is it possible to ? nd these information from a state space model directly, instead of using the transfer function approach? 4. Suppose that the control strategy ? ?e = ? + 0. 1q + ? e (2. 87) ? is used for the aircraft in Example 1 where ? e is the command for elevator de? ection from the pilot. Determine stability of the short period dynamics under the above control law using both state space method and Routh stability criterion in Control Engineeri ng (When Routh stability criterion is applied, you can study the stability using the transfer function from ? to q or that from ? e to ? (why? )). Compare and discuss the results achieved. Chapter 3 Lateral response to the controls 3. 1 Lateral state space models mv ? ?Y v ? ( ? Y + mWe )p ? ?v ? p ? mUe )r ? mg? cos ? e ? mg? sin ? e ? L ? L ? L ? v + Ix p ? ? p ? Ixz r ? ? r ? v ? p ? r ? N ? N ? N v ? Ixz p ? ? p + Iz r ? ? r ? ?v ? p ? r = = = ? Y ? A + A ? L ? A + A ? N ? A + A ? Y ? R R ? L ? R R ? N ? R R (3. 1) (3. 2) (3. 3) Referred to body axes, the small perturbed lateral dynamics are described by ? ( ? Y ? r where the physical meanings of the variables are de? ed as v: Lateral velocity perturbation p: Roll rate perturbation r: Yaw rate perturbation ? : Roll angle perturbation ? : Yaw angle perturbation ? A : Aileron angle (note that it is denoted by ? in Appendix 1) ? R : Rudder angle (note that it is denoted by ? in Appendix 1) Together with the relationships ? ?= p and ? ? = r, (3. 4) (3. 5) the lateral dynamics can be described by ? ve equations, (3. 1)-(3. 5). Treating them in the same way as in the longitudinal dynamics and after introducing the concise notation as in Appendix 1, these ? ve equations can be represented as ? ? ? ? ? ? v ? p ? r ? ? ? ? ? ? yv lv nv 0 0 yp lp np 1 0 yr lr nr 0 1 y? 0 0 0 0 y? 0 0 0 0 v p r ? ? ? ? y? A l? A n ? A 0 0 y? R l? R n ? R 0 0 ? ? ? ? ? ? ? A ? R (3. 6) ? ? ? ? ?=? ? ? ? ? ? ? ? ? ?+? ? ? ? ? 31 32 CHAPTER 3. LATERAL RESPONSE TO THE CONTROLS When the derivatives are referred to airplane wind axes, ? e = 0 (3. 7) from Appendix 1, it can be seen that y? = 0. Thus all the elements of the ? fth column in the system matrix are zero. This implies that ? has no in? uence on all other variables. To simplify analysis, in most of the cases, the following fourth order model is used ? ? ? ? ? v ? v y? A y? R yv yp yr y? ? p ? ? lv lp lr 0 ? ? p ? ? l? A l? R ? ?A ? ? ? ? ? ? =? (3. 8) ? r ? ? n v n p n r 0 ? ? r ? + ? n ? A n ? R ? ? R ? ? ? 0 1 0 0 0 0 ? (It should be noticed that the number of the states is still ? ve and this is just for the purpose of simplifying analysis). Obviously the above equation can also be put in the general state space equation ? X = AX + BU with the state variables ? v ? p ? ? X=? ? r ? , ? ?A ? R yp lp np 1 yr lr nr 0 ? (3. 9) (3. 10) the input/control variables U= the system matrix yv ? lv A=? ? nv 0 and the input matrix ? ? , ? y? 0 ? ? 0 ? (3. 11) (3. 12) y ? A ? l? A B=? ? n ? A 0 ? y? R l? R ? ? n ? R ? 0 (3. 13) For the lateral dynamics, another widely used choice of the state variables (American system) is to replace the lateral velocity v by the sideslip angle ? and keep all others. Remember that v (3. 14) Ue The relationships between these two representations are easy to identify. In some textbooks, primed derivatives, for example, Lp , Nr , so on, are used for state space representation of the lateral dynamics. The primed derivatives ar e the same as the concise small letter derivatives used in above and in Appendix 1.For stability augmentation systems, di? erent from the state space model of the longitudinal dynamics where only one input elevator is considered, there are two inputs in the lateral dynamic model, i. e. the aileron and rudder. 3. 2. TRANSIENT RESPONSE TO AILERON AND RUDDER Table 3. 1: Dimensional Derivatives– B747 jet Y(lb) L(ft. lb) N(ft. lb) v(ft/s) ? 1. 103 ? 103 ? 6. 885 ? 104 4. 790 ? 104 p(rad/s) 0 ? 7. 934 ? 106 ? 9. 809 ? 105 r(rad/sec) 0 7. 302 ? 106 ? 6. 590 ? 106 ? A (rad) 0 ? 2. 829 ? 103 7. 396 ? 101 ? R (rad) 1. 115 ? 105 2. 262 ? 103 ? 9. 607 ? 103 33 3. 2 3. 2. 1 Transient response to aileron and rudderNumerical example Consider the lateral dynamics of Boeing 747 under the same ? ight condition as in Section 2. 3. 1. The lateral aerodynamic derivatives are listed in Table 3. 1. Using the expression in Appendix 1, all the parameters in the state space model can be calculated, gi ven by ? ? ? 0. 0558 0. 0 ? 774 32. 2 ? ?0. 003865 ? 0. 4342 0. 4136 0 ? ? A=? (3. 15) ? 0. 001086 ? 0. 006112 ? 0. 1458 0 ? 0 1 0 0 and 0. 0 ? ?0. 1431 B=? ? 0. 003741 0. 0 ? ? 5. 642 0. 1144 ? ? ? 0. 4859 ? 0. 0 (3. 16) Stability Issue ? 0. 0330 + 0. 9465i ? 0. 0330 ? 0. 9465i eig(A) = ? 0. 5625 ? 0. 0073 (3. 17)All the eigenvalues have negative real part hence the lateral dynamics of the Boeing 747 jet transport is stable. 3. 2. 2 Lateral response and transfer functions ? v p ? ?+B r ? ? State space model of lateral dynamics ? ? ? v ? ? p ? ? ? ? ? = A? ? r ? ? ? ? ? ?A ? R (3. 18) This is a typical Multi-Input Multi-Output (MIMO) system. For an MIMO system like the lateral dynamics, similar to the longitudinal dynamics, its corresponding transfer function can be derived using the same technique introduced in Chapter 2. However, in this case the corresponding Laplace transform of the state space model, 34 CHAPTER 3.LATERAL RESPONSE TO THE CONTROLS G(s) ? Rr? m is a complex functi on matrix which is referred as a transfer function matrix where m is the number of the input variables and r is the number of the output variables. The ijth element in the transfer function matrix de? nes the transfer function between the ith output and jth input, that is, Gyij (s) = u yi (s) . uj (s) (3. 19) For example, GpA (s) denotes the transfer function from the aileron, ? A , to the roll ? rate, p. Its corresponding transfer function matrix is given by ? ? ? ? v G? A (s) GvR (s) v(s) ? ? p(s) ? ? Gp (s) Gp (s) ? ?A (s) ? R ? ? ? ? ?A (3. 20) ? r(s) ? ? Gr (s) Gr (s) ? ?R (s) ? A ? R ? p ? (s) G? A (s) G? R hi(s) With the data of Boeing 747 lateral dynamics, these transfer functions can be found as ? 2. 896s2 ? 6. 542s ? 0. 6209 GvA (s) = 4 fps/rad (3. 21) ? s + 0. 6344s3 + 0. 9375s2 + 0. 5097s + 0. 003658 ? 0. 1431s3 ? 0. 02727s2 ? 0. 1101s rad/s/rad, or deg/s/deg s4 + 0. 6344s3 + 0. 9375s2 + 0. 5097s + 0. 003658 (3. 22) 0. 003741s3 + 0. 002708s2 + 0. 0001394s ? 0. 004534 GrA (s) = rad/s/rad, deg/s/deg ? s4 + 0. 6344s3 + 0. 9375s2 + 0. 5097s + 0. 003658 (3. 23) ? 0. 1431s2 ? 0. 02727s ? 0. 1101 ? rad/rad, or deg/deg (3. 24) G? A (s) = 4 s + 0. 6344s3 + 0. 9375s2 + 0. 097s + 0. 003658 and GpA (s) = ? GvR (s) = ? 5. 642s3 + 379. 4s2 + 167. 5s ? 5. 917 fps/rad s4 + 0. 6344s3 + 0. 9375s2 + 0. 5097s + 0. 003658 (3. 25) GpR (s) = ? 0. 1144s3 ? 0. 1991s2 ? 1. 365s rad/s/rad, or deg/s/deg s4 + 0. 6344s3 + 0. 9375s2 + 0. 5097s + 0. 003658 (3. 26) ? 0. 4859s3 ? 0. 2321s2 ? 0. 008994s ? 0. 05632 rad/s/rad, or deg/s/deg s4 + 0. 6344s3 + 0. 9375s2 + 0. 5097s + 0. 003658 (3. 27) 0. 1144s2 ? 0. 1991s ? 1. 365 rad/rad, or deg/deg (3. 28) s4 + 0. 6344s3 + 0. 9375s2 + 0. 5097s + 0. 003658 GrR (s) = ? G? R (s) = ? The denominator polynomial of the transfer functions can be factorised as (s + 0. 613)(s + 0. 007274)(s2 + 0. 06578s + 0. 896) (3. 29) 3. 3. REDUCED ORDER MODELS 35 It has one large real root, -0. 5613, one small real root, -0. 0073 (very close to origin) and a pair of complex roots (-0. 0330 + 0. 9465i, -0. 0330 – 0. 9465i). For most of the aircraft, the denominator polynomial of the lateral dynamics can be factorized as above, ie. , with two real roots and a pair of complex roots. That is, 2 (s + 1/Ts )(s + 1/Tr )(s2 + 2? d ? d s + ? d ) = 0 (3. 30) where Ts Tr is the spiral time constant (for spiral mode), Tr is the roll subsidence time constant (for roll subsidence), and ? d , ? are damping ratio and natural frequency of Dutch roll mode. For Boeing 747, from the eigenvalues or the roots, these parameters are calculated as: Spiral time constant Ts = 1/0. 007274 = 137(sec); (3. 31) Roll subsidence time constant Tr = 1/0. 5613 = 1. 78(sec) and Dutch roll natural frequency and damping ratio ? d = 0. 95(rad/sec), ? d = 0. 06578 = 0. 0347 2? d (3. 33) (3. 32) The basic ? ight condition is steady symmetric ? ight, in which all the lateral variables ? , p, r, ? are identically zero. Unlike the elevator, the lateral controls are not used individually to produce changes in steady state.That is because the steady state values of ? , p, r, ? that result from a constant ? A and ? R are not of interest as a useful ? ight condition. Successful movement in the lateral channel, in general, should be the combination of aileron and rudder. In view of this, the impulse response, rather than step response used in the lateral study, is employed in investigating the lateral response to the controls. This can be considered as an idealised situation that the control surface has a sudden move and then back to its normal position, or the recovering period of an airplane deviated from its steady ? ght state due to disturbances. The impulse lateral responses of Boeing 747 under unit aileron and rudder impulse action are shown in Figure 3. 1 and 3. 2 respectively. As seen in the response, the roll subsidence dies away very quickly and mainly has the in? uence at the beginning of the response. The spiral mode has a large time constant a nd takes quite long time to respond. The Dutch roll mode is quite poorly damped and the oscillation caused by the Dutch roll dominates the whole lateral response to the control surfaces. 3. 3 Reduced order models Although as shown in the above ? gures, there are di? rent modes in the lateral dynamics, these modes interact each other and have a strong coupling between them. In general, the approximation of these models is not as accuracy as that in the longitudinal dynamics. However to simplify analysis and design in Flight Control Systems, reduced order models are still useful in an initial stage. It is suggested that the full lateral dynamic model should be used to verify the design based on reduced order models. 36 CHAPTER 3. LATERAL RESPONSE TO THE CONTROLS Lateral response to impluse aileron deflection 0. 1 Lateral velocity (f/s) 0. 05 0 ? 0. 05 ? 0. 1 ? 0. 5 0 10 20 30 Time(s) 40 50 60 0. 05 Roll rate (deg/sec) 0 ? 0. 05 ? 0. 1 ? 0. 15 0 x 10 ?3 10 20 30 Time (s) 40 50 60 5 Yaw rate(deg/sec) 0 ? 5 ? 10 ? 15 0 10 20 30 Time (s) 40 50 60 0 Roll angle (deg) ? 0. 05 ? 0. 1 ? 0. 15 ? 0. 2 ? 0. 25 0 10 20 30 Time (s) 40 50 60 Figure 3. 1: Boeing 747-100 lateral response to aileron 3. 3. REDUCED ORDER MODELS 37 Lateral response to unit impluse rudder deflection 10 Lateral velocity (f/s) 5 0 ? 5 ? 10 0 10 20 30 Time (s) 40 50 60 2 Roll rate (deg) 1 0 ? 1 ? 2 0 10 20 30 Time (s) 40 50 60 0. 4 Yaw rate (deg) 0. 2 0 ? 0. 2 ? 0. 4 ? 0. 6 0 10 20 30 Time (s) 40 50 60 Roll angle (deg) 0 ? 1 ? 2 ? 3 ? 4 0 10 20 30 Time (s) 40 50 60 Figure 3. 2: Boeing 747-100 lateral response to Rudder 38 CHAPTER 3. LATERAL RESPONSE TO THE CONTROLS 3. 3. 1 Roll subsidence Provided that the perturbation is small, the roll subsidence mode is observed to involve almost pure rolling motion with little coupling into sideslip and yaw. A reduced order model of the lateral-directional dynamics retaining only roll subsidence mode follows by removing the side force and yaw moment equations to giv e p = lp p + l? A ? A + l? R ? R ? (3. 34) If only the in? uence from aileron de? ction is concerned and assume that ? R = 0, taking Laplace transform on Eq. (3. 34) obtains the transfer function p(s) l ? A kp = = ? A s ? lp s + 1/Tr where the gain kp = l? A and the time constant Tr = 1 Ix Iz ? Ixz =? lp Iz Lp + Ixz Np (3. 36) (3. 37) (3. 35) Since Ix Ixz and Iz Ixz , then equation (3. 37) can be further simpli? ed to give the classical approximation expression for the roll mode time constant Tr = ? Ix Lp (3. 38) For the Boeing 747, the roll subsidence estimated by the ? rst order roll subsidence approximation is 0. 183e + 8 Tr = ? = 2. 3sec. (3. 39) ? 7. 934e + 6 It is close to the real value, 1. sec, given by the full lateral model. 3. 3. 2 Spiral mode approximation As shown in the Boeing 747 lateral response to the control surface, the spiral mode is very slow to develop. It is usual to assume that the motion variables v, p, r are quasi-steady relative to the time scale of the mo de. Hence p = v = r = 0 and the ? ? ? lateral dynamics can be written as ? ? ? 0 yv ? 0 ? ? lv ? ? ? ? 0 ? = ? nv ? 0 ? yp lp np 1 yr lr nr 0 y? v 0 p 0 r 0 ? ? y? A ? ? l ? A ? +? ? ? n ? A 0 ? ? y ? R l? R ? ? n ? R ? 0 ?A ? R (3. 40) If only the spiral mode time constant is concerned, the unforced equation can be used.After solving the ? rst and third algebraic equations to yield v and r, Eq. (3. 40) reduces to lp nr ? l n l np ? lp n 0 p yv lr nv ? lr np + yp + yr lv nv ? lv nv y? v r r r (3. 41) ? = ? ? 1 0 3. 3. REDUCED ORDER MODELS 39 Since the terms involving in yv and yp are assumed to be insigni? cantly small compared to the term involving yr , the above expression for the spiral mode can be further simpli? ed as ? y? (lr nv ? lv nr ) ? = 0 ? + (3. 42) yr (lv np ? lp nv ) Therefore the time constant of the spiral mode can be estimated by Ts = yr (lv np ? lp nv ) y? (lr nv ? lv nr ) (3. 43)Using the aerodynamic derivatives of Boeing 747, the estimated spiral mode time c onstant is obtained as Ts = 105. 7(sec) (3. 44) 3. 3. 3 Dutch roll ? p=p=? =? =0 ? v ? r ? = yv nv yr nr v r + 0 n ? A y? R n ? R ? A ? R (3. 45) (3. 46) Assumptions: From the state space model (3. 46), the transfer functions from the aileron or rudder to the lateral velocity or roll rate can be derived. For Boeing 747, the relevant transfer functions are given by GvA (s) = ? GrA (s) = ? GvR (s) = ? GrR (s) = ? ?2. 8955 s2 + 0. 2013s + 0. 8477 0. 003741(s + 0. 05579) s2 + 0. 2013s + 0. 8477 s2 5. 642(s + 66. 8) + 0. 013s + 0. 8477 (3. 47) (3. 48) (3. 49) (3. 50) ?0. 4859(s + 0. 04319) s2 + 0. 2013s + 0. 8477 From this 2nd order reduced model, the damping ratio and natural frequency are estimated as 0. 1093 and 0. 92 rad/sec. 3. 3. 4 Three degrees of freedom approximation Assume that the following items are small and negligible: 1). The term due to gravity, g? 2). Rolling acceleration due to yaw rate, lr r 3). Yawing acceleration as a result of roll rate, np p Third order Dutch roll approximation is given by ? ? ? ? ? ? v ? yv yp yr v 0 y ? R ? p ? = ? lv lp 0 ? ? p ? + ? l? A l? R ? ? r ? nv 0 nr r n? A n?R ?A ? R (3. 51) 40 CHAPTER 3. LATERAL RESPONSE TO THE CONTROLS For Boeing 747, the corresponding transfer functions are obtained as GvA (s) = ? GpA (s) = ? GrA (s) = ? ?2. 8955(s + 0. 6681) (s + 0. 4511)(s2 + 0. 1833s + 0. 8548) ? 0. 1431(s2 + 0. 1905s + 0. 7691) (s + 0. 4511)(s2 + 0. 1833s + 0. 8548) 0. 003741(s + 0. 6681)(s + 0. 05579) (s + 0. 4511)(s2 + 0. 1833s + 0. 8548) 5. 642(s + 0. 4345)(s + 66. 8) (s + 0. 4511)(s2 + 0. 1833s + 0. 8548) 0. 1144(s ? 4. 432)(s + 2. 691) (s + 0. 4511)(s2 + 0. 1833s + 0. 8548) ? 0. 4859(s + 0. 4351)(s + 0. 04254) (s + 0. 4511)(s2 + 0. 1833s + 0. 8548) (3. 52) 3. 53) (3. 54) and GvR (s) = ? GpR (s) = ? GrR (s) = ? (3. 55) (3. 56) (3. 57) The poles corresponding to the Dutch roll mode are given by the roots of s2 + 0. 1833s + 0. 8548 = 0. Its damping ratio and natural frequency are 0. 0995 and 0. 921 rad/sec. Compared wit h the values given by the second order Dutch roll approximation, i. e. , 0. 1093 and 0. 92 rad/sec, they are a little bit closer to the true damping ratio ? d = 0. 0347 and the natural frequency ? d = 0. 95 (rad/sec) but the estimation of the damping ratio still has quite poor accuracy. 3. 3. 5 Re-formulation of the lateral dynamicsThe lateral dynamic model can be re-formulated to emphasise the structure of the reduced order model. ? ? v ? yv ? r ? ? nv ? ? ? ? ? p ? = ? lv ? ? 0 ? ? yr nr lr 0 yp np lp 1 g v 0 r 0 p 0 ? ? 0 ? ? n ? A ? +? ? ? l? A 0 ? ? y? R n ? R ? ? l? R ? 0 ? A ? R (3. 58) The system matrix A can be partitioned as A= Directional e? ects Directional/roll coupling e? ects Roll/directional coupling e? ects Lateral or roll e? ects (3. 59) Tutorial 2 1. Using the data of Boeing 747-100 at Case II, form the state space model of the lateral dynamics of the aircraft at this ? ight condition.When the sideslip angle and roll angle are of interest, ? nd the output equa tion. 2. Find the second order Dutch roll reduced model of this airplane. Derive the transfer function from the rudder to the yaw rate based on this reduced order model. 3. 3. REDUCED ORDER MODELS 41 3. Using MATLAB, assess the approximation of this reduced order model based on time response, and the damping ratio and natural frequency of the Dutch roll mode. 4. Based on the third order reduced model in (3. 51), ? nd the transfer function from the aileron to the roll rate under the assumption y? A = yp = 0.

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Coperate social responsibility - Essay Example This paper describes almost all the CSR activities of these two companies. Beside that paper also provides a descriptive view of stakeholder models of these two companies. Finally there is a comparative analysis of CSR activities of Microsoft and Tata. This comparison is made on the basis of their operating zone and industry in which they are operating. Corporate social responsibility (CSR) has been defined in various ways over the time. Most experts believe that the foundation of CSR is good corporate citizenship. It is also believed that CSR is founded on acknowledgement by the organizations that they need to clearly understand and manage the massive influences of business on the society in order to benefiting both society and company as a whole (Marsden and Andriof, 1998). According to McIntosh and Andriof refers to the understanding of the corporate leaders regarding the fact that each and every activity of an organization has flow-on effect on both inside and outside of the company. Company’s activities would have effect on everything starting from customers to communities and environment. Several management writers argue that corporate social responsiveness deal with the capacity of any business organization to respond to various social pressures (Foley, Jayawardhena, October 2001). In this paper CSR would be discussed in the context of two multinational companies, one is from a developed economy and another is from a developing economy. Microsoft is chosen as the representative of developed economies and TATA is chosen as the representative of developing economies. Software giant Microsoft provides software service and creative business solution to its huge customer base. The company was founded in 1975 by Bill gates and Paul Allen. Various products of Microsoft include different versions of windows, MS-DOS, Office XP, .NET, 2007 Office system etc. (AEA Member Directory, n.d.).

Balzac and the Little Chinese Seamstress Essay Example | Topics and Well Written Essays - 500 words

Balzac and the Little Chinese Seamstress - Essay Example onto his country and as the result of purges a great number of intellectual people were sent to the so-called reeducation camps thus â€Å"ignorance was in fashion†. As in the story by Dai Sijie, two young sons of doctors were sent to a remote village to such a camp. Having a very slim chance of ever being allowed back to the city, the boys had to adjust to the life in the village; they had to endure humiliation and hard labor. The only books they were allowed to read were books approved by communists. Even playing the music could be dangerous if it was not a music approved by Chairman Mao. Most members of village the Narrator and Luo were sent to were illiterate and had low aspirations. They were uneducated: a clock was a novelty for them and, more so, the violin, which they considered a toy. The only person who ever saw such musical instrument was the tailor. However, he never heard the music it played. The â€Å"revolutionary peasants† were very ignorant. When Luo contracted malaria, the choice of cure was weeping and a â€Å"shock treatment† in the ice-cold water. When the narrator and Luo met a very beautiful little seamstress and her father, both of the young man became attracted to her. Luo confessed, though, that she was â€Å"too uncivilized† for him to fall in love. When, through the series of events, the Narrator and Luo obtained the â€Å"forbidden books†, they also started reading it to the Little Seamstress. Everyone felt the transformative power of the books. The Narrator told about the effect the book had on him: â€Å"To me it was the ultimate book: once you read it, neither your own life nor the world you lived in would ever look the same. ¨ (Sijie 107). The effect the book had on the little Seamstress was even greater. Her uneducated mind became a fertile soil for the new ideas that were coming from books. The life in the city fascinated her. In fact, the book reading or story telling became a favorite entertainment in Phoenix Mountain villages. The

Coperate social responsibility Essay Example | Topics and Well Written Essays - 2750 words

Coperate social responsibility - Essay Example This paper describes almost all the CSR activities of these two companies. Beside that paper also provides a descriptive view of stakeholder models of these two companies. Finally there is a comparative analysis of CSR activities of Microsoft and Tata. This comparison is made on the basis of their operating zone and industry in which they are operating. Corporate social responsibility (CSR) has been defined in various ways over the time. Most experts believe that the foundation of CSR is good corporate citizenship. It is also believed that CSR is founded on acknowledgement by the organizations that they need to clearly understand and manage the massive influences of business on the society in order to benefiting both society and company as a whole (Marsden and Andriof, 1998). According to McIntosh and Andriof refers to the understanding of the corporate leaders regarding the fact that each and every activity of an organization has flow-on effect on both inside and outside of the company. Company’s activities would have effect on everything starting from customers to communities and environment. Several management writers argue that corporate social responsiveness deal with the capacity of any business organization to respond to various social pressures (Foley, Jayawardhena, October 2001). In this paper CSR would be discussed in the context of two multinational companies, one is from a developed economy and another is from a developing economy. Microsoft is chosen as the representative of developed economies and TATA is chosen as the representative of developing economies. Software giant Microsoft provides software service and creative business solution to its huge customer base. The company was founded in 1975 by Bill gates and Paul Allen. Various products of Microsoft include different versions of windows, MS-DOS, Office XP, .NET, 2007 Office system etc. (AEA Member Directory, n.d.).

Commentary on the questionnaire Essay Example | Topics and Well Written Essays - 1000 words

Commentary on the questionnaire - Essay Example Due to this fact, I oftentimes predisposed to being more of an evaluator of a situation and/or a particular issue. Although I realize that the test is not capable of analyzing or measuring each and every aspect of my personality, it is quite possible that I have overestimated my skills as an evaluator and should instead focus upon improving this particular aspect of my approach as a function of affecting a more positive outcome in the future. Interestingly, and somewhat surprisingly, the test denoted that irate and 11 out of 12 as far as being an â€Å"ideas person†. Whereas I have long prided myself with respect to the fact that I come up with potential solutions to issues and seek to engage teams in a positive way, the ranking of 11 out of 12 with respect to this category was not expected. In such a manner, this encourages me to continue this particular approach and engage team members with potential solutions and ideas as a means of effecting positive outcomes in the future. Furthermore, due to the fact that I have long held an interest in creativity and focused upon approaching issues from a standpoint that is uncommon to others, the potential for maximizing efficiency and benefit of being and ideas person comes to be represented to an even more full and complete degree. Additionally, as has been noted above, I have long understood myself to be both shy and somewhat in approachable in a situation that is defined by group interaction. Because of this, my scores with respect to leadership are rather low/moderate. Although ranking 6 out of 12 does not denote the fact that I am fearful of any level of leadership, it most certainly underscores the fact that I am not at ease or within a zone of comfort engaging with a position of leadership and directing others with respect to how they might best engage the tasks at hand. What was additionally noted had to do with the fact that I ranked relatively

Rockin Beats Essay Example for Free

Rockin Beats Essay Rockin Beats is a music store which has two branches located in the United Arab Emirates. One branch is located in Sharjah and the other in Dubai. The Rockin Beats store in Dubai offers: * Latest titles in pop, rock and dance * The expanding collection offers over 1000 CDs including live versions * CDs are digitally re-mastered for the best sound * Reasonable prices and special offers Rockin Beats has a total staff of 19 who are constantly working to provide the best service. The staff of 19 consists of 6 shop assistants, 1 sales manger, 3 sales staff, 1 accountant and 1 assistant accountant, 1 sound engineer, 1 purchasing manager, 3 cashiers, 1 storekeeper, 1 secretary and the chairman Mr Jason Smith. Current System In order to investigate the problem with the current system there had to be some research done, which involved interviewing the chairman, Mr Smith and the customers. Mr Smith, aged 42 has lot of experience in the trade and is constantly trying to make the store more profitable. His main concern seems to be the inefficiency of the system as its a manual system. In order to increase the efficiency, the current system will have to be automated. At present, shop assistants are concentrating more on there manual work rather than giving time for customers. An automated system will create friendly customer service and increase the efficiency there by making Rockin Beats a more profitable organisation. In the current system, when a CD arrives to the store the name of the CD, album name and price are noted down on a sheet and placed in alphabetical order in a filing cabinet, which is placed in the store. When a customer buys a CD, an invoice with the price and album ID, handwritten by the cashier is given to the customer. After the cashier has about ten invoices, the invoices are sent through a shop assistant to the accounts department which takes about 10 minutes. An accountant searches for the sales file in the filing cabinet and writes down the sold CDs and places the file back in the sales cabinet. The invoices are then passed on to the store keeper who ticks off the CDs sold on the stock control file and then removes the CDs from the filing cabinet in the store. Copies of the invoices are stored in another filing cabinet in alphabetical order of the album name. The store keeper has to constantly refer to the stock control file in order to check that the CDs are available. When the stocks become low the store keeper calls Mega Star (the local music distributor) and places an order. If the a customer wants a particular CD and asks a shop assistant to check whether its available, he or she will have to refer to the filing cabinet to check if the CD wanted is available. Communications between the two branches are made using the telephone, fax or post. By the end of each month the sales and cost are calculated manually using a calculator. These calculations are then checked by another accountant to make sure that the figures are correct. In order to check the effectiveness of this system the customers were interviewed in order to obtain their opinions. Fifty questionnaires with six questions on the important factors of the music store were randomly given out to the customers entering the store. The results from this questionnaire are shown below: For Question 1 What do you think of our service provided? Excellent Good Need Improvements The pie chart above shows that 74% of the people thought that the store needed improvements. From question 2 on the questionnaire, What improvements would you like to see?, the customers wanted the staff to be quick in searching for CDs, wanted a service where the CDs not available could be ordered and more shop assistants to offer help. Question 3, What do you think about the time taken at the cashier? Good Needs to be faster Question 4 What do you think about the location of the store? Easily accessible Difficult to access Question 5 was If you chose difficult to access, where would your preferred location be? For this question Dubai was the preferred location to the customers as 44 customers (88%) thought that the store was easily accessible. The last question was about the parking facility, What do you think about the parking at the store? Good Need more spaces The bar chart above shows that 46 customers (92%) think that the parking facilities are good. So this factor will not have to be considered as the customers are pleased with it. The results from the questionnaire show that a greater number of people want the check out process to be quicker. This means that the new system should contain a faster check out process, faster search facilities and the service of ordering music. The location of the store and parking facilities are fine according to the customers. The current system seems to contain a great deal of problems, which are: * Prone to errors as there are lot of human involvements * Information is stored in filing cabinets, making queries difficult * Processes are very time consuming and inefficient * Calculations have to be double-checked * Difficult to keep back up copies * Filing cabinets can get unorganised leading to errors and wastage of time Data Flow of the current system The hardware in the current system is a calculator, a typewriter and filing cabinets. These are very old and inefficient types of hardware used for processing and storing information. This system needs to be computerised in order to make it efficient and organised. A database can be used to create a system which is easy to understand, which means the staff wouldnt require much training, a basic knowledge in computers would be enough. Carrying out tasks on the data stored in the database would be easier and quicker. The system could also be made more secure by adding a password. Back up copies of the data can be stored in case the system crashes. Computerising the system will also mean that communications between the two branches and Mega Star (the local music distributor) will be much faster due to the use of the Internet. Methods such as E-mail, internet telephony and video-conferencing can be used to communicate. There are a few disadvantages in computerising the system as follows: * The initial cost of setting up the system will be high * Use of the internet will make the system insecure as hackers can get into areas with sensitive data * Danger of virus spreading throughout the whole organisation. * Elimination of certain jobs. The advantages of computerising the system are far greater than the disadvantages, which means that a certain tasks will have to be performed on the system, which are: 1. Enter all data in filing cabinets into the database. E.g. Album name, artist, genre, year, etc. 2. Create a query to find a particular CD. 3. Create forms for tables so that data can be entered easily. 4. Create an invoice so that the cashiers only have to enter certain information such as album ID, album name, artist/band and price. 5. Create a form for customer comments. E.g. if a customer wants a particular CD, he or she can place an order through this form. 6. Making the system simple and user friendly so that a person with a moderate knowledge of IT can use it. The program which I will use to create the database and perform the tasks is Microsoft Access. This database will be created for users with moderate skills. The users should be able to carry out queries, add entries and making sure that the system is up-to-date. The shop assistants should check the customer comments daily in order to get the required CDs in time for the customers. When the requested CDs have arrived, the entries for those CDs in the customer comments must be deleted and new entries should be made in the tables. The storekeeper must check the invoices daily to make sure that stocks are available. When using Microsoft Access the computers must have certain features to run the program efficiently. These are the hardware specifications: * Pentium III, 700 MHz terminals (each with 128 MB RAM) * Flat screen monitors for use with the store by shop assistants and cashiers. * Normal Monitors for use in departments. * Main server (with 100 GB) networks all the terminals so that they can access the database. * Keyboards * Mouse * 3.5 floppy drives * CD-ROM drives * Printers used for printing receipts and used by other departments such as the accounts department for keeping hardcopies of information. * Modems used for connecting to the internet to get information on CDs. The software requirements are: * MS Access 2002 * Windows XP Performance Criteria In order to maintain the efficiency and standard of Rockin Beats, certain procedures have to be followed when performing tasks: * All documents of the company must contain the letterhead, address, telephone number and date. * Password must be alphanumeric. This reduces the chances of being hacked. * The password must be changed every month to reduce the risk of hacking. * The customer comments form must be checked everyday in order to get the music wanted by the customer as soon as possible. * The anti-virus software must be up dated every two months to reduce the risk of new viruses entering. * When downloading information or software from the internet the 2 stand alone computers must be used. If a virus enters only the computer being used will be damaged, not the entire network. * The system must be backed up every month, in case of a system failure and information is lost. * Database must be updated as soon as new CDs arrive. * On the table Other Information on CDs, in the field Year the validation rule must be changed in the month of December of each year. E.g. the current validation rule is that data entered must be Between 1960 And 2002. In December this year it should be changed to Between 1960 And 2003.