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Preliminary Aircraft Design: Lateral Handling Qualities: Paolo Teo"latto
Preliminary Aircraft Design: Lateral Handling Qualities: Paolo Teo"latto
Preliminary Aircraft Design: Lateral Handling Qualities: Paolo Teo"latto
Abstract
Handling qualities of airplanes can be improved by the use of an automatic control system (augmented
stability control system), however, in the preliminary design phase it is sometimes better to implement
suitable design changes. These changes can be performed according to iterative and trial}error procedures in
order to get the required #ight qualities. In the present paper a di!erent approach to improve lateral handling
qualities of aircraft is followed, based on necessary and su$cient conditions for the roots of the lateral
characteristic equation to lie in prescribed region of the complex plane. As a result of this study, handling
quality region of levels 1}3 can be visualized in the space of the physically relevant parameters. As an
example, the vertical tail surface S and the dihedral angle C are chosen and the regions of levels 1}3
corresponding to some aircraft are shown in the (S , C) plane. 2001 Elsevier Science Ltd. All rights
reserved.
Keywords: Preliminary aircraft design; Lateral stability; Flight-handling qualities
Flight-handling qualities are related to the pilot's opinion about the ease or di$culty of
controlling the aircraft [1]. Based on several extensive #ight test campaigns, a list of speci"cations are available to the aircraft designer, so that, if the design satis"es certain requirements, the aircraft will have good #ying qualities. Of course #ight-handling qualities depend
upon the type of aircraft and the #ight phase. Table 1 reports the well-known classi"cation of
aircraft according to aircraft size and maneuverability, Table 2 classi"es #ight phases (see, for
instance [2]).
64
Nomenclature
AR
b
C
*
C
I ,I
V X
k
K
l
m
p
G
o
S
S
Z
aspect ratio
wing span
lift coe$cient in cruise #ight
dihedral angle
inertia moments along the longitudinal and normal axis
"1.8, see Ref. [8]
swept angle
distance from the mass centre to the aerodynamic tail centre along the longitudinal axis
aircraft mass
coe$cients of the characteristic equation of lateral stability
air density
wing area
vertical tail area
distance from the mass centre to the aerodynamic tail centre along the normal axis
Table 1
Classi"cation of aircraft according to size and maneuverability
Class
Class
Class
Class
I
II
III
IV
Table 2
Classi"cation of #ight phase
Category A
Category B
Category C
65
The #ight qualities are related to the aircraft stability and control characteristics, then to the
response under longitudinal or lateral perturbations. Therefore, the handling qualities can be made
equivalent to the requirement that the roots of the longitudinal and lateral characteristic equations
j#p j#p j#p j#p "0
(1)
(obtained by linearization of the equation of motion about some (equilibrium) reference #ight) are
placed in prescribed regions of the complex plane.
The regions of lateral-handling quality have boundaries de"ned in Table 3: the roots of Eq. (1)
must lie to the left of the x line (x condition) and inside the cone of half-amplitude a (a condition),
as shown in Fig. 1. Regions of the complex plane corresponding to level 1}3 handling qualities are
hereafter called stability regions I}III.
Table 3
If j are solutions of (1), then j"x $ ix tg(a)
M
M
Level
Category
x
A
B
C
!0.35
!0.15
!0.15
793
85.43
85.43
A
B
C
!0.05
!0.05
!0.05
88.83
88.83
88.83
A
B
C
0.0
0.0
0.0
88.83
88.83
88.83
66
Note that the characteristic roots j"x $ix tg(a) are generally expressed in terms of un
damped frequency u and damping ratio f: j"!fu $iu (1!f. The two expressions are
related by f"cos(a), u "!x /cos(a), then the above stability regions are de"ned as
f'cos(a), u '!x /cos(a).
The root's placement in the stability regions makes it possible for the designer to consider
#ight-handling qualities in the preliminary design phase, namely,
(i) the roots depend on the coe$cients p of the characteristic Eq. (1)
G
(ii) the coe$cients p are polynomial functions of the aircraft stability derivatives
G
(iii) the stability derivatives are related to the aircraft geometry, mass and aerodynamic properties.
Then, the knowledge of the stability regions I}III can help the designer, since a relationship will
be assessed between such regions and the physical parameters which can be varied in the
preliminary design.
A "rst step in de"ning such relationship is the de"nition of a set of conditions on the coe$cient
p of the characteristic Eq. (1) in order to have the roots within the regions of the complex plane
G
de"ned in Table 3.
These conditions on p are developed in Ref. [3]: for the present case, they are p '0 and
G
G
I : a "6x #3p x #p '0,
I : a "x #p x #p x #p x #p '0,
I : b "4x #p '0,
I : b "4x #3p x #2p x #p '0,
I : b b a !b a !b '0.
These are the necessary and su$cient conditions for the roots to be on the left of the x -straight
line. Note that for x "0 one gets the usual Routh conditions.
The limiting conditions for x "!0.35, x "!0.15, x "!0.05, or x "0.0
I "0, 2, I "0,
(2)
de"ne the boundaries of the levels I}III stability regions [4].
Conditions (2) on the coe$cients p determine the equations on the stability derivatives, hence on
G
geometrical, mass and aerodynamical aircraft parameters.
Now, if an already existing aircraft design has to be improved, it is conceivable to reduce
the number of changes as much as possible, and to restrict the number of variable physical
parameters.
Another approach is, of course, to implement an augmented stabilization system. However, it is
preferable not to increase the complexity of the control system if small design changes can be
e!ective. For lateral-handling qualities, two crucial parameters are the vertical tail surface S and
the dihedral angle C.
Changes of these parameters imply changes of the stability derivatives C , C , respectively, and
L@ J@
historically the approach has been to choose these derivatives in order to satisfy both Spiral and
From Table 3 one can notice that the a conditions are weak (a"903 is the whole stability half-plane) so that parameters
satisfying the x conditions often satisfy the a condition. This occurs, for instance, in the examples shown in the following.
67
68
Fig. 2. The x "0 stability region is the intersection of the area above the curves, p "0, p "0, I "0 and the region
inside I "0.
Appendix A
The dependence of the lateral stability derivatives on vertical tail surface S and dihedral angle
C is recalled here.
69
l
C " C ,
W@
LP
b
C
l Z
C " * !2 C ,
JP
4
b b W@
(3)
where
k C
k "! *? (0.724#0.009AR),
W
S
k C
k "! *? (3.06(1#cos(K) ) ),
WW
S
l
C ( fus)"C #C .
L@
L@
7@ b
The C-dependent derivative is
1
C "c C where c "!0.00045
.
J@
D
D
deg
The following derivatives are assumed constant
C ,C ,C .
JN LN WN
70
Appendix B
The functions p ( S , C) are explicitly reported here. Let the following dimensionless variables be
G
introduced
m
,
k"2
oSb
I
h" V ,
V m
I
h" X ,
X m
b
i "C k
"b #b m#b m,
L@
L@ h
X
b
i "C
"r m#r m,
LP
LP h
X
b
"l #l m#l m,
i "C
JP
JP h
V
b
b
b
i "C
, i "C
, g"C k
.
JN
JN h
LN
LN h
J@ h
V
X
V
In the above formulas the dependence on the variable m"S is made explicit by the coe$cients
b
b l
b l
b "C ( fus)k , b "!k k , b "!k k ,
L@
W h b
WW h b
h
X
X
X
b l
b l
, r "k
,
r "k
W h
WW h
b
b
X
X
C b
Z
Z
l " * , l "!2l k , l "!2l k .
h W
h WW
4 h
V
V
V
The coe$cients p of the stability equation are related to the dimensionless parameters by
G
p "!(i #i #C ),
LP
JN
W@
p "(i i !i i )#C (i #i )#i ,
JN LP
LN JP
W@ JN
LP
L@
p "!i i #(i !C )g!C (i i !i i ),
JN L@
LN
*
W@ JN LP
LN JP
p "!C i i #C i g.
(4)
* JP L@
* LP
Because of the polynomial dependence of i , C on m, g, the coe$cients p also are polynomial
HI W@
G
functions of m, g, namely
p " p mI,
I
I
p " p mI,
I
I
p "q g# p mI,
I
I
p "q gm#q gm# p mI,
I
I
where the terms p , q , q , in Eq. (5) are
HI I I
p "!i ,
JN
b l
,
p "!k !k
W
W hz
b
b l
,
p "!k !k
WW
WW hz
b
p "b !i l ,
LN
p "b #i k !i l #i r ,
JN W
LN
JN
p "b #i k !i l #k r #i r ,
JN WW
LN
W
JN
p "k r #k r ,
WW
W
p "k r ,
WW
q "(i !C ),
LN
*
p "!b i ,
JN
p "i k l !b i ,
LN W
JN
p "i k l !b i #i k l !i k r ,
LN WW
JN
LN W
JN W
p "i k l #i k l !i k r !i k r ,
LN WW
LN W
JN WW
JN W
p "i k l !i k r ,
LN WW
JN WW
q "C r , q "C r ,
*
*
p "!b C l ,
*
p "!C (b l #b l ),
*
p "!C (b l #b l #b l ),
*
p "!C (b l #b l ),
*
p "!C (b l ).
*
71
(5)
(6)
(7)
(8)
(9)
Appendix C
In this appendix the parameters of the airplanes NT-33A and CESSNA-NAVION airplanes are
reported.
The lateral stability derivatives of the NT-33A are related to a #ight in a cruise condition with
velocity < "69.3 m /s.
72
I "17219 kg m,
V
Geometric parameters are
S"21.81 m,
I "43386 kg m.
X
b"11.44 m,
S "1.29 m,
C"33.
l "6 m, Z "0.2 m,
The above parameters give the p coe$cients
G
p "9.53, p "52.06, p "310.70, p "43.60,
hence the characteristic roots
j
I "1420.6 kg m,
V
Geometric parameters are
S"17.09 m,
I "4785 kg m.
X
b"10.18 m,
S "1.29 m
C"2.93
l "4 m, Z "0.5 m,
It follows that x "!0.18, a"54.23 and that the aircraft is of level 1.
References
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1969.
[2] Nelson RC. Flight stability and automatic control. New York: McGraw-Hill, 1989.
[3] Teo"latto P. Modi"ed Routhian algorithms applied to aircraft stability. Accademia Nazionale delle Scienze detta
dei XL. Memorie di Matematica e Applicazioni, 1995;19:77}99.
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1999;7:55}62.
[5] Etkin B. Dynamics of #ight. New York: Wiley, 1965.
73
[6] Babister AW. Aircraft dynamical stability and responce. Oxford: Pergamon Press, 1980.
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1937;11:175}95 (in Italian).
[8] Roskam J. Flight dynamics of rigid and elastic airplanes. University of Kansas Press, Lawrence, 1972.
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[10] He%ey RK et al. Aircraft handling qualities data. NASA CR 2144, 1972.