Lateral-directional dynamics
Influence of aerodynamics
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Lateral-directional Equations – Influence of 𝐶𝑛𝛽
Let us consider to change the static
directional (weather cock) stability
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Lateral-directional Equations – Influence of 𝐶𝑙𝛽
Let us consider to change the static
lateral stability (dihedral effect)
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Lateral-directional Equations – Influence of 𝐶𝑛𝑟
Let us consider to change the yaw
damping characteristics
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Lateral-directional dynamics
Lateral-directional approximation
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Spiral approximation
From the spiral mode’s eigevector analysis (slide 15), it emerged that the spiral mode can
be a 1 DOF motion with the sole heading angle 𝜓. Even though, the sideslip angle 𝛽 is small,
it cannot be neglected as the forces depends on it.
From the initial system, we can drop the side force equation and the change in bank angle
Δ𝜙 (and consequently the roll rate 𝑝), to obtain the simplified system:
𝐿𝛽 Δ𝛽 + 𝐿𝑟 Δ𝑟 = 0 𝑁𝛽 𝐿𝑟 − 𝐿𝛽 𝑁𝑟
൝ ⇒ Δ𝑟ሶ + Δ𝑟 = 0
Δ𝑟ሶ = 𝑁𝛽 Δ𝛽 + 𝑁𝑟 Δ𝑟 𝐿𝛽
The characteristic root for the previous equation is
𝐿𝛽 𝑁𝑟 − 𝑁𝛽 𝐿𝑟
𝜆𝑆𝑀 =
𝐿𝛽
As we discussed, the dihedral effect 𝐿𝛽 < 0, the yaw rate damping 𝑁𝑟 < 0, the directional
stability 𝑁𝛽 > 0 and the cross derivative 𝐿𝑟 > 0. Therefore, to have a stable spiral mode:
𝐿𝛽 𝑁𝑟 > 𝑁𝛽 𝐿𝑟
Increasing the dihedral effect and/or the yaw damping can make the spiral mode stable.
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Spiral approximation (cont’d)
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Roll approximation
From the eigenvector analysis, the roll mode can be assumed to be a 1 DOF rolling motion.
The rolling moment equation is the only to be considered, neglecting both 𝜓 and 𝛽.
The rolling motion equation is:
Δ𝑝ሶ = 𝐿𝑝 Δ𝑝 + 𝐿𝛿𝑎 Δ𝛿𝑎
Where
𝜕𝐿ൗ 𝜕𝐿ൗ
(usually < 0) and
𝜕𝑝 𝜕𝛿𝑎
𝐿𝑝 = 𝐿𝛿𝑎 =
𝐼𝑥 𝐼𝑥
The equation can be rewritten as
𝐿𝛿𝑎
𝜏Δ𝑝ሶ + Δ𝑝 = − Δ𝛿𝑎
𝐿𝑝
Where the time constant is defined as
1
𝜏=−
𝐿𝑝
The time constant 𝜏 defines how fast is the system approaches a new steady-state
condition after being perturbed (or commanded). The smaller the 𝜏, the faster the system.
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Roll approximation (cont’d)
For a step change in the input command Δ𝛿𝑎 , the
solution is
𝐿𝛿𝑎 −
𝑡
Δ𝑝 𝑡 = − 1 − 𝑒 𝜏 Δ𝛿𝑎
𝐿𝑝
After 1𝜏 we reach the 63% of the SS, 2𝜏 for the 86%, 3𝜏 for
the 95%.
When t is very large, we obtain the steady state value
𝐿𝛿𝑎
𝑝𝑠𝑠 = − Δ𝛿𝑎
𝐿𝑝
Or using nondimensional terms:
𝑝𝑠𝑠 𝑏 𝐶𝑙 𝛿
= − 𝑎 Δ𝛿𝑎
2𝑢0 𝐶𝑙 𝑝
𝑝𝑠𝑠 𝑏 𝑝𝑠𝑠 𝑏
Usually the for full aileron deflection is used to size the aileron. For civil airplane, the ≃
2𝑢0 2𝑢0
0.07.
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Dutch Roll approximation
There are several approximations for the Dutch Roll mode but they must be used with
caution: the DR mode is a 3 DOF motion with strong coupling between the equations.
If we assume (!) that the rolling moment equation can be neglegted, the system reduces
to
𝑌𝑟
Δ𝛽ሶ = 𝑌𝛽 /𝑢0 𝑢0
−1 Δ𝛽
Δ𝑟ሶ Δ𝑟
𝑁𝛽 𝑁𝑟
We can write the characteristic equations (in the form 𝜆2 + 2𝜁𝜔𝑛 𝜆 + 𝜔𝑛2 = 0) and we can
estimate:
𝑌𝛽 𝑁𝑟 − 𝑁𝛽 𝑌𝑟 + 𝑢0 𝑁𝛽
𝜔𝐷𝑅 =
𝑢0
1 𝑌𝛽 + 𝑢0 𝑁𝑟
𝜁𝐷𝑅 =−
2𝜔𝐷𝑅 𝑢0
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Lateral-directional dynamics
Flying qualities
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Lateral flying qualities
In addition to static and dynamic stability studies, in order to understand if the pilot will judge the airplane to have
acceptable flying characteristics, designers need to know what dynamic characteristics are considered
favourable by the pilots who will fly the airplane.
MEMO
The “category” refers to a flight phase – B is nonterminal for civil airplanes
The “class” refers to the type of aircraft – II pr III can include civil airplanes.
The “level” refers to the judgmemnt of the pilot: 1 is from good to acceptable.
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APPENDIX
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Eigenvalues – Phugoid and Short period (1/2)
Let us consider the proposed example with short period and phugoid solutions:
Short period Phugoid
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Eigenvalues – Phugoid and Short period (1/2)
Let us consider an example with short period and phugoid solutions:
Short period Phugoid
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Aircraft data
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