Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

1 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

2 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

3 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

4 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

5 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

6 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

7 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

8 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

9 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

10 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

11 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

12 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

13 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

14 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

15 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

16 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

17 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

18 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

19 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

20 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

21 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

22 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

23 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

24 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

25 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

26 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

27 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

28 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

29 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

30 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

31 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

32 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

33 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

34 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

35 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

36 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

37 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

38 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

39 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

40 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

41 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

42 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

43 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

44 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

45 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

46 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

47 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

48 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

49 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

50 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

51 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

52 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

53 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability and Control-Stick Fixed Aircraft Stability and Control

54 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

55 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

56 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

57 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

58 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

59 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

60 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

61 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

62 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

63 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

64 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

65 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

66 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

67 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

68 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

69 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

70 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

71 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

72 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

73 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

74 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

75 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Longitudinal Stability & Static Directional Stability and Control - Stick Free Aircraft Stability and Control

76 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

77 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

78 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

79 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

80 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

81 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

82 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

83 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

84 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

85 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

86 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

87 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

88 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

89 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

90 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

91 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

92 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

93 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

94 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

95 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

96 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

97 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

98 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

99 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

100 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

101 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

102 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

103 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Static Lateral Dynamic & Longitudinal Stability and Control Aircraft Stability and Control

104 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

Module – 4

ESTIMATION OF DYNAMIC DERIVATIVES

The static stability is a tendency of the aircraft to return to its equilibrium position.
In addition to static stability, the aircraft also must be dynamically stable. An airplane can
be considered to be dynamically stable if after being disturbed from its equilibrium flight
condition the ensuing motion diminishes with time. Of particular interest to the pilot and
designer is the degree of dynamic stability. The required degree of dynamic stability usually
is specified by the time it takes the motion to damp to half of its initial amplitude or in the
case of an unstable motion the time it takes for the initial amplitude or disturbance to
double. Also of interest is the frequency or period of the oscillation.

An understanding of the dynamic characteristics of an airplane is important in

assessing its handling or flying qualities as well as for designing autopilots. The flying
qualities of an airplane are dependent on pilot opinion; that is, the pilot’s likes or dislikes
with regard to the various vehicle motions. It is possible to design an airplane that has
excellent performance but is considered unsatisfactory by the pilot. Since the early 1960s,
considerable research has been directed toward quantifying pilot opinion in terms of aircraft
motion characteristics, such as frequency and damping ratio of the aircraft s various modes
of motion. Therefore, it is important to understand the dynamic characteristics of an
airplane and the relationship of the motion to the vehicle's aerodynamic characteristics and
pilot opinion.

Before developing the equations of motion, it is important to review the axis system
specified earlier. Figure 3.1 shows the body axis system fixed to the aircraft and the inertial
axis system that is fixed to the Earth.

105 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

4.1 Derivation of Rigid Body Equations of Motion

106 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

107 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

108 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

4.2 Orientation and Position of The Airplane

109 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

110 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

4.3 Gravitational and Thrust Forces

111 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

112 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

4.4 Small Disturbance Theory

113 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

114 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

115 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

4.5 Aerodynamic Force and Moment Representation

116 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

117 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

4.6 Derivatives Due To Change in Forward Speed

118 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

4.7 Derivatives Due To The Pitching Velocity, q

119 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

4.8 Derivatives Due To The Time Rate of Change of Angle of

Attack

120 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

121 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

122 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

4.9 Derivative Due To The Rolling Rate, p

123 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

4.10 Derivative Due To The Yawing Rate, r

124 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

125 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

126 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

127 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

128 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

129 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Estimation of Dynamic Derivatives Aircraft Stability and Control

130 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Dynamic Lateral and Directional Stability Aircraft Stability and Control

Module – 5

DYNAMIC LATERAL AND DIRECTIONAL

STABILITY

5.1 Routh’s Criteria

The roots of the characteristic equation tell us whether or not the system is
dynamically stable. If all the roots of the characteristic equation have negative real parts
the system will be dynamically stable. On the other hand, if any root of the characteristic
equation has a positive real part the system will be unstable. The system is considered to
be marginally stable if one or more of the roots is a pure imaginary number. The marginally
stable system represents the boundary between a dynamically stable or unstable system.

A simple means of determining the absolute stability of a system can be obtained

by the Routh stability criterion. The method allows us to determine whether any of the roots
of the characteristic equation have positive real parts, without actually solving for the roots.
Consider the characteristic equation:

So that no roots of above equation have positive real parts the necessary but not
sufficient conditions are that

 All the coefficients of the characteristic equation must have the same sign.
 All the coefficients must exist.

To apply the Routh criterion, we must first define the Routh array as in Table 7.1.
The Routh array is continued horizontally and vertically until only zeros are obtained. The
last step is to investigate the signs of the numbers in the first column of the Routh table.
The Routh stability criterion states

 If all the numbers of the first column have the same sign then the roots of the
characteristic polynorninal have negative real parts. The system therefore is
 If the numbers in the first column change sign then the number of sign changes
indicates the number of roots of the characteristic equation having positive real
parts. Therefore, if there is a sign change in the first column the system will be
unstable.

131 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Dynamic Lateral and Directional Stability Aircraft Stability and Control

When developing the Routh array, several difficulties may occur. For example, the
first number in one of the rows may be 0, but the other numbers in the row may not be.
Obviously, if 0 appears in the first position of a row, the elements in the following row will
be infinite. In this case, the Routh test breaks down. Another possibility is that all the
numbers in a row are 0.

132 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Dynamic Lateral and Directional Stability Aircraft Stability and Control

133 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Dynamic Lateral and Directional Stability Aircraft Stability and Control

134 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]

Dynamic Lateral and Directional Stability Aircraft Stability and Control

5.2 The phugoid and short-period motions

The motion of an airplane in free flight can be extremely complicated. The airplane
has three translation motions (vertical, horizontal, and transverse), three rotational motions
(pitch, yaw, and roll), and numerous elastic degrees of freedom. The X-force, Z-force, and
pitching moment equations embody the longitudinal equations, and the Y-force, rolling,
and yawing moment equations form the lateral equations.

The longitudinal motion of an airplane (controls fixed) disturbed from its

equilibrium flight condition is characterized by two oscillatory modes of motion. Figure
4.10 illustrates these basic modes. We see that one mode is lightly damped and has a long
period. This motion is called the long-period or phugoid mode. The second basic motion is
heavily damped and has a very short period; it is appropriately called the short-period
mode.
135 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]
Dynamic Lateral and Directional Stability Aircraft Stability and Control

5.3 Effect of Wind Shear

Wind shear is defined as a local variation of the wind vector. The variations in wind
speed and direction are measured in the vertical and horizontal directions. In a vertical wind
shear the wind speed and direction vary with changing altitude; in a horizontal wind shear,
wind variations are along some horizontal distance.

Wind shears are created by the movement of air masses relative to one another or
to the Earth's surface. Thunderstorms, frontal systems, and the Earth's boundary layer all
produce wind shear profiles that at times can be hazardous to aircraft flying at low altitudes.
The strong gust fronts associated with thunderstorms are created by downdrafts within the
storm system. As the downdrafts approach the ground, they turn and move outward along
the Earth's surface. The wind shear produced by the gust front can be quite severe.

The wind shear created by a frontal system occurs at the transition zone between
two different air masses. The wind shear is created by the interaction of the winds in the
two air masses. If the transition zone is gradual, the wind shear will be small. However, if
the transition zone is small, the conflicting wind speeds and directions of the air masses can
produce a very strong wind shear. Figure 6.15 shows some of the mechanisms that create a
wind shear and Figure 6.16 shows an experimentally measured shear profile near the
ground.
136 | Dept. of Aeronautical Engineering, SDIT, Mangaluru rajreddyhg@[Link]
Dynamic Lateral and Directional Stability Aircraft Stability and Control

No simple mathematical formulations characterize the wind shears produced by the

passage of frontal systems or thunderstorms. Generally, these shears are represented in
simulation studies by tables of wind speed components with altitude.

The surface boundary layer also produces wind shear. The shape of the profile is
determined, primarily, by local terrain and atmospheric conditions. Additional problems
arise when there is an abrupt change in surface roughness (which can be expected near
airports), resulting in additional internal boundary layers, and when the direction of the
wind varies with altitude.

To analyze the influence of wind shear on aircraft motion, the characteristics of

wind shear must be known. The magnitude of the shear can be expressed in terms of the
change in wind speed with respect to altitude, du/dh, where a positive wind shear increases
with increasing altitude. The qualitative criteria for judging the severity of wind shear were
proposed to the International Civil Aviation Organization (ICAO). It was suggested that
shear be considered light if du/dh ranges from 0 to 0.08 s-1, moderate for 0.08 —0.1 5 s-1,
strong for 0.15 — 0.20 s-1, and severe if greater than 0.2 s-1. These criteria are useful in
giving an idea of the magnitude of wind shear but the ICAO did not accept them. A shear
that is moderate for an airplane with a high stall speed may be strong for one with a low
stall speed, so universal criteria are impossible owing to differences among aircraft types.

5.4 Flying Qualities in Pitch

The damping and frequency of both the short- and long-period motions were
determined in terms of the aerodynamic stability derivatives. Because the stability
derivatives are a function of the geometric and aerodynamic characteristics of the airplane,
designers have some control over the longitudinal dynamics by their selection of the vehicle
s geometric and aerodynamic characteristics. For example, increasing the tail size would
increase both the static stability of the airplane and the damping of the short-period
motion.* However, the increased tail area also would increase the weight and drag of the
airplane and thereby reduce the airplane s performance, The designer is faced with the
challenge of providing an airplane with optimum performance that is both safe and easy to
fly. To achieve such a goal, the designer needs to know what degree of stability and control
is required for the pilot to consider the airplane safe and flyable.
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The flying qualities of an airplane are related to the stability and control
characteristics and can be defined as those stability and control characteristics important in
forming the pilot's impression of the airplane. The pilot forms a subjective opinion about
the ease or difficulty of controlling the airplane in steady and maneuvering flight. In
addition to the longitudinal dynamics, the pilot s impression of the airplane is influenced
by the feel of the airplane, which is provided by the stick force and stick force gradients.
The Department of Defense and Federal Aviation Administration has a list of specifications
dealing with airplane flying qualities. These requirements are used by the procuring and
regulatory agencies to determine whether an airplane is acceptable for certification. The
purpose of these requirements is to ensure that the airplane has flying qualities that place
no limitation in the vehicle's flight safety nor restrict the ability of the airplane to perform
its intended mission.

As one might guess, the flying qualities expected by the pilot depend on the type of
aircraft and the flight phase. Aircraft are classified according to size and maneuverability
as shown in Table 4.7. The flight phase is divided into three categories as shown in Table
4.8. Category A deals exclusively with military aircraft. Most of the flight phases listed in
categories B and C are applicable to either commercial or military aircraft. The flying
qualities are specified in terms of three levels:

The levels are determined on the basis of the pilot s opinion of the flying characteristics
of the airplane.

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5.4.1 Pilot Opinion (Cooper-Harper Scale)

Handling or flying qualities of an airplane are related to the dynamic and control
characteristics of the airplane. For example, the short- and long-period damping ratios and
undamped natural frequencies influence the pilot's opinion of how easy or difficult the
airplane is to fly. Although we can calculate these qualities, the question that needs to be
answered is what values should damping ratio and natural frequency take so that the pilot
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finds the airplane easy to fly. Researchers have studied this problem using ground-based
simulators and flight test aircraft. To establish relationships between airplanes a pilot rating
system was developed. A variety of rating scales have been used over the years; however,
the rating system proposed by Cooper and Harper has found widespread acceptance. The
Cooper-Harper scale is presented in Table 4.9. The rating scale goes from 1 to 10 with low
numbers corresponding to good flying or handling qualities. The scale is an indication of
the difficulty in achieving the desired performance that the pilot expects.

Flying qualities research provides the designer information to assess the flying
qualities of a new design early in the design process. If the flying qualities are found to be
inadequate then the designer can improve the handing qualities by making design changes
that influence the dynamic characteristics of the airplane. A designer that follows the flying
qualities guidelines can be confident that when the airplane finally is built it will have flying
qualities acceptable to its pilots.

5.5 Response to Aileron Step-Function

 The character of the airplane's response to aileron deflection is intimately related to

the same stability derivatives that affect the Dutch roll and spiral modes of motion.
 Shown in Fig. 2:5 are two time histories of the rolling rate of the airplane in response
to an aileron step-function.

 The first shows the response of an airplane with large directional stability and small
dihedral effect.
 The aircraft exhibits spiral instability due to this combination, but this instability is
mild and the Dutch roll is fairly well damped.
 The rolling mode is seen as the initial, rapid, build-up of roll rate.
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Dynamic Lateral and Directional Stability Aircraft Stability and Control

 The second curve shows the response with small directional stability and large
dihedral effect.
 The spiral mode is now stable but the Dutch roll is lightly damped and there is a
near reversal of roll rate shortly after the initial build-up.
 This near reversal of roll rate is highly undesirable as it would materially affect the
ability of the pilot to roll the airplane precise amounts.
 The phenomenon is associated with the rolling moment due to sideslip developed
by the yawing moment due to rolling.

5.6 Side-slip Excursion

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5.7 Dutch Roll and Spiral mode

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Dynamic Lateral and Directional Stability Aircraft Stability and Control

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Dynamic Lateral and Directional Stability Aircraft Stability and Control

5.8 Auto-rotation and Spin

 The three most important characteristics of the spin are:

o A mean wing incidence greater than stalling.
o A linear velocity of the c.g. which is approximately vertical.
o A high rate of rotation about the vertical
 For the balance of forces, the resultant aerodynamic force (which can be reduced
into the components of lift and drag) is balanced by the resultant of the centrifugal
forces and weight.

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Dynamic Lateral and Directional Stability Aircraft Stability and Control

 The rate of descent in the spin is such that the vertical or drag component of the
resultant force is balanced by the weight of the aircraft and the radius of the spin
adjusts itself until the horizontal or lift component of the resultant force is balanced
by the centrifugal forces.
 As the resultant aerodynamic force on the aircraft is always very close to the normal
to the wing chord through the c. g. of the aircraft, it follows that if the incidence of
the spin changes from 45 (Fig. 8:2a) to an incidence of 70° (Fig. 8:2c) the radius of
the spin will be much smaller at the higher incidence.

 The centrifugal forces on all parts of the aircraft act radially from the axis of the
spin, there can be no centrifugal couple about that axis.
 Therefore, the equilibrium of the spin about the spin axis must be a simple state of
aerodynamic balance.
 The main part of the pro-spin couples are derived from the auto-rotative property
of the wing and the main anti-spin couples from the fuselage, fin, and rudder.
 The normal auto-rotative property of the wing mounted symmetrically in a tunnel
at an incidence near to or above the stall is due to the well-known property of the
falling stalled wingtip to keep on falling.
 In general, for any given wing, three regions of autorotation can be defined.
 In below, A and C are regions of spontaneous auto-rotation where, if the wing is
slightly disturbed, it will start to rotate and eventually rotate at some constant
angular velocity depending upon the incidence and characteristics of the wing.

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Dynamic Lateral and Directional Stability Aircraft Stability and Control

 B is a region of latent auto-rotation where the wing must be rotated until the rising
and/or falling wing reach an incidence corresponding to regions A or C respectively.
 In general, the speed of auto-rotation is unlikely to coincide with the speed of
rotation required in the spin which will give a balance of moments about the yawing,
pitching and rolling axes of the aircraft.
 It is here that sideslip is so important. A small amount of outward sideslip would
produce quite a large rolling moment in the pro-spin direction giving a marked
increase in rate of rotation of the spin.
 The converse is true if outward sideslip is reduced or inward sideslip is
superimposed on the wing.
 This means that a wing which will not auto-rotate in the ordinary sense may auto
rotate vigorously if given a moderate amount of outward sideslip.
 At large incidences the effect of sideslip in producing pro-spin moments becomes
very small and this often sets a limit to the flatness of the spin.
 Generally speaking, however, the balance of moments about the axis of the spin can
take place over a wide range of incidences by adjustment of the sideslip to the
requisite amount.

5.9 Wing Rock

One of the most common dynamic phenomena experienced by slender-wing aircraft
flying at high angles of attack is known as wing rock. Wing rock is a complicated motion
that typically affects several degrees of freedom simultaneously; however, as the name
implies the primary motion is an oscillation in roll. The rolling motion is self-induced and

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Dynamic Lateral and Directional Stability Aircraft Stability and Control

characterized by a limit cycle behavior. Obviously such a dynamic motion is unwanted and
should be avoided.

A highly swept wing will undergo a wing rock motion at large angles of attack.
Figure 5.4 shows the rolling motion for a delta wing having a leading edge sweep of 800.
The wing was mounted on an air bearing system that permitted only a free to roll motion.
The model was released with initial conditions ϕ = 0 and ϕ̇ = 0. The model is unstable in a
roll: The motion begins to build up until it reaches some maximum amplitude at which time
it continues to repeat the motion. This type of motion is called a limit cycle oscillation. The
limit cycle motion clearly is indicated when the response data is plotted in a phase plane
diagram. In the phase plane diagram, the amplitude, ϕ, is plotted versus the roll velocity, ϕ̇.

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Dynamic Lateral and Directional Stability Aircraft Stability and Control

The data in Figure 5.4 when plotted in the phase plane is as shown on the left side
of Figure 5.5. The motion is observed to spiral out to the limit cycle. If the initial conditions
on release were any combination on ϕ and ϕ̇ within the limit cycle boundary the motion
would still spiral out the limit cycle boundary. On the other hand if the initial conditions
were outside the limit cycle boundary the motion would spiral into the limit cycle as
illustrated on the right side of Figure 5.5. The limit cycle motion is due to the nonlinear
aerodynamic characteristics of a slender delta wing at large angles of attack. Because the
aerodynamics are nonlinear, the equation of motion also will be nonlinear. This type of
motion cannot be predicted using the linear differential equations presented in this chapter.

Airplanes most susceptible to this oscillatory phenomenon typically have highly

swept planforms or long, slender forebodes that produce vertical flows during excursions
into the high angle-of-attack regime. The wing rock motion arises from the unsteady
behavior of the vertical flow fields associated with these planforms, coupled with the
rolling degree of freedom of the aircraft. The unsteady loads created by the flow field
produce a rolling oscillation that exhibits the classic limit cycle behavior. The motion can
be quite complex and in many cases is the result of the coupling of several degrees of
freedom.

5.10 Roll Control Reversal

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5.11 Stability Derivatives for Lateral and Directional Dynamics

/ Roll-Yaw Coupling

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Dynamic Lateral and Directional Stability Aircraft Stability and Control

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Dynamic Lateral and Directional Stability Aircraft Stability and Control

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