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MECH 417–FLIGHT
DYNAMICS AND CONTROL

Lecture 08
Static Stability: Directional Stability
(Static Roll Stability)
By
Dr Yasser A.M Nogoud
Static Roll Stability (Lateral stability)

Lateral stability involves study of moments when aircraft is displaced from
wings level
– Sideslip occurs when lift vector inclination generates side force
– Side slip angle results in fin force generating yawing moment
Sideslip angle
Lateral stability of aircraft is determined by
generated rolling moments in a side slip.
– Unfavourable rolling moment in a side slip leads to

unstable aircraft behaviour away from wings level.
– Neutral or stable behaviour is observed based on

whether no rolling moments or favourable rolling
moments are generated in a side slip.

Side slip affects airflow and generates rolling moment
– Side slip creates a resultant relative airflow from the side
– This affects the lift on each half of the wing, generating a rolling moment

The roll moment created on an airplane when it start to slip depend on:
– Vertical tail
– Wing dihedral angle
– Position of wing on the fuselage
– Wing sweep
vertical tail contribution on lateral stability due to side slip angle
Rolling moment.
= = (1 + )
=
1
= S The vertical tail contribution is stabilizing
2
1 <0
=
2
1
=
2
1
= =2
1 1
2 2
= = ( + )
= ( + )
Wing contribution on lateral stability due to side slip angle

Wing position
wings on aircrafts
– High wing configuration with
wings attached to top section of
fuselage
– Low wing configuration with
wings attached to bottom section
of fuselage
– Mid wing configuration with
wings attached to bottom section
of fuselage
Wing dihedral angle
Dihedral provides lateral stability to low-mounted wings
– Dihedral angle shifts wing airflow, reducing unstable contributions.
– Dihedral increases lift on wing into wind, reducing lift out of wind,
generating rolling moment.
Wing dihedral angle

High mounted wing provides positive lateral static stability
– High mounted wing generates a rolling moment towards wings level
– Designer can reduce the stable contribution by fitting the wing at a
downwards angle, known as anhedral
Wing dihedral angle
Dihedral Anhedral
Rolll Stability Rolll Performance
• High mounted wing provides positive lateral

static stability
• Designer can reduce the stable contribution
by fitting the wing at a downwards angle,
known as anhedral
Wing swept
Swept wings provide stable
contribution to lateral stability.
– In right-side slip, wing into wind has less

effective sweep angle, providing more lift
on right wing and less on left wing.
– Aircraft with high mounted and swept

wing may require anhedral to ensure
proper lateral stability.
Ventral fin
Ventral fin insignificantly contributes
to lateral stability
– Ventral fin's aerodynamic force acts

below the cg and is destabilizing
– Low pressure area on top of the wing

affects lift distribution in side slip
Roll Control
By differential deflection of
ailerons or by spoilers
Roll Control
By differential deflection of ailerons or by spoilers

MECH 417–FLIGHT
Lecture 10
RIGID BODY MOTION
By
RIGID BODY MOTION

Force
From Newton 2nd Law,
F ma.......................( 1)
Where:
F = External force
m = Mass
a = Linear acceleration
dV
From Eq. (1), F m
dt
Or can be written as:
d
F mV and mv Momentum
dt
RIGID BODY MOTION
Torque d
M H .......................( 2 )
dt
Where:
M = Applied torque
H = Angular momentum (I )
From Eq. (1),
DERIVATION OF RIGID BODY EQUATION OF MOTION
dV
F m
dt
d
M H
dt
Where:
F = External forces
M = Applied torque
H = Angular momentum (I )
Translation Motion
Translation Motion
Then the forces equation,

Angular Motion
d d d d
M H H H M I I H
dt I dt B
dt I dt B
For axis symmetry I xy=Iyz=0
d
M I H
dt
Angular Motion
simplified
Angular Motion
For axis symmetry I xy=Iyz=0
Moment of Inertia
For Aircraft I xx y2 z2 m I xy xy m
I yy x2 z2 m I xz xz m
I zz x2 y2 m I zy zy m
The term Ixx, Iyy and Izz are the mass moment of inertia of the body about the x,y and z axes, respectively.
The term with mixed indexed (Ixy, Iyz and Izx) are called the product of inertia.
Both the moments and products of inertia depend on the shape of the body and manner in which its mass is
distributed. The longer the moments of inertia, the greater will be the resistance to rotation.
The scaler equations for the moment of momentum:

Hx pI xx qI xy rI xz
Hy pI yx qI yy rI yz
Please see Nelson page 99-101 for detailes
Hz pI zx qI zy rI zz
LINEAR SMALL PERTURBATION EQUATION
Summation of velocity components at the center of gravity in the perturbed motion are given
by,
Assumed aircraft in a steady rectilinear motion with no roll and sideslip and yawing.
1. In symmetrical flight
g the trim velocityy in y and z directions become zero
and if the body axis is align with wind axis, then wo= 0
2. Combination of angular motion become zero
3. Product of disturbances are zero
Example:
Linear force equations for X- force
Substitute with initial conditions and disturbances
Apply assumption (1), (2) and 3 gives,

Trigonometry identity,
For small angle of disturbances,
For zero disturbance

And gives
Example:
Example:
Using the same method equation for Z-force and M-moment can be determined
The linear small perturbation equation for longitudinal motion
EQUATION OF MOTION IN STATE-SPACE MATRIX
Longitudinal Motion
u Xu u Xw w g cos 0 X e e X T T
w Zu u Zw w g sin 0 Z e e Z T T
q Mu u Mw w Mw w Mq q M e e M T T
Write in the form of state-space matrix
The A and B consist of aircraft’s dimensional stability and control derivatives.
0
0
= +
+ + + 0 + +
0 0 1 0 0 0
Lateral Motion

Write in matrix form
MECH 417–FLIGHT DYNAMICS
AND CONTROL
Lecture 11
Aircraft Stability Derivatives
By
The longitudinal state equation
0
0
= +
+ + + 0 + +
0 0 1 0 0 0
AERODYNAMIC FORCE AND MOMENT REPRESENTATION
The aerodynamic forces and moments can be expressed as a function of the instantaneous
values of the perturbation variables.
The perturbation variables are the instantaneous changes from the reference conditions of the
translational velocities, angular velocities, control deflection, and their derivatives.
we can express the aerodynamic forces and moments by means of a Taylor series expansion of
the perturbation variables about the reference equilibrium condition.
For example, the change int he force in the x direction can be expressed as follows:
, , , ,……, , = + + + + . .
= called the stability derivative, is evaluated at reference flight condition.
the contribution of the change in the velocity u to change X in the X force
Longitudinal stability coefficient

We can also express in terms of stability
coefficient as follows:
1
=
Where
=
AERODYNAMIC
A ERODYNAMIC FORCE
FORCE A
AND
ND MOMENT
MOMENT REPRESENTATION
Where =
Longitudinal Derivatives
stability derivatives
0
0
+ + + 0
0 0 1 0
Control derivatives
+ +
0 0
sin = =
= =

The lateral state equation
cos 0 0
0 0
= 0 0 +
0 0 0 1 0 0 0
0 0 0 0 1 0 0
Lateral stability coefficient

Lateral stability and control derivatives
stability derivatives
cos 0
0 0
0 0
0 0 0 1 0
0 0 0 0 1
Control derivatives
=
0 0 sin =
0 0 = =
=
2nd Order system

Differential eq (Basic
a Form): + + =
+ + =
Where
: (undamped)) Naturall Frequency
:Damping Ratio,
K: Static (DC) gain
u: Forcing input,
y=output
T: Time constant, Tc = 1/
+ + ( )= ( )
( )
= =
+ +
2nd Order system
( )
= =
+ +
+ +
Ch’s eq= + + =0
+ + =0
, = ±
± 4
, =
2
Review
( )
= = Img (j
Stable Unstable
Ch’s eq= D(s)= 0
Roots of Ch’s eq
Reall ( )
(Poles of the system)
S1=
S2=
Marginally
y stable
S3=
No- damping (Undamped)
=0 , = ±
, =± =±
Poles U(s)=(1/s) Step response

Img (j
Reall ( )
-j
Underdamped
0< <1 <1 , = ±
, = ±

Img (j S-plane
- Reall ( )
-
Critically damped
=1 , = ±
, =

Img (j S-plane
- Reall ( )
Overdamped
>1 , = ±
, = ±

Img (j S-plane
Reall ( )
Underdamped 0< <1 <1
, = ± = ±
= /
Img (j
S-plane
1
= =
=j
= + Reall ( )
-1/Tc=-
1/Tc=
=j
= +
Step response of a second-order system
= =
1
= 100
1 1
= =
3 3
5% = 3 = =
4 4
2% = 4 = =
MECH 417–FLIGHT
Lecture 14
AIRCRAFT STABILITY
By
Assistant Prof Dr Yasser A.M Nogoud
Aircraft Characteristic Equations

Characteristic equation of longitudinal motion of conventional aircraft
= + + + +
Can be written in the form of = + 2 + + + 2 +
For stable oscillation type of motion, the roots of these characteristic equation on S-plan.
Aircraft Characteristic Equations
The characteristic equation for longitudinal mode usually factorizes into two pairs of complex
roots:
i. The high frequency pair of roots describes the short period pitching oscillation
ii. The low frequency pair describes the phugoid oscillation
Example:
The characteristic equation for a longitudinal mode for a specified given aircraft (this equation is obtained by
solving the state-space-form matrix for longitudinal mode)
as follow:
+ 0.7408 + 2.0167 + 0.0327 + 0.012 = 0
This yields the longitudinal eigenvalues (roots):

= ±
, = 0.00709 ± 0.077 (1)
, = 0.363 ± 1
1.37
.37
3 (2)
the first pair of roots (1) describes the phugoid mode whereas second pair of roots (2) describes the short
period mode.
Phugoid Stability
The long-period (Phugoid) mode is characterized by changes in pitch attitude ( ), altitude (h)
and velocity(u), at a nearly constant angle of attack( ).
An approximation to the long-period mode can be obtained by neglecting the pitching moment
equation and assuming that the change in angle of attack is zero.
By assuming zero change in angle of attack, that is
=0
w u
= V
=0
=0
Phugoid Stability
Making these assumptions, the longitudinal equations now But from (2), =
become (without the control vector) :
=
0
0 0 0 Substitute into (4),
=
+ + + 0 =
0 0 1 0
Hence, in matrix form, by neglecting
the pitching moment equation, it
becomes:
= (1)
=
0= + (2) 0
= + + + (3)
The eigenvalues are obtained by
= (4) solving :
=0
Phugoid Stability
0
=
0
= =0
=0
therefore the characteristic equation:
=0 (5)
Second-Order Differential Equation

Aircraft motion can be expressed as spring-mass-damper system, which from Newton’s
Second Law :
= + + (6)
y(t)
Equation (6) can be rewrite as :
+ + =
the function F(t) is called the forcing function.

For free response system, F(t) is equal to zero.
The damping ratio is defined as :
+ + =0
=
2
where is called the damping ratio.
+ + =0
or in Laplace form:
+ + =0 (7)
+2 + =0
= is undamped natural frequency in rad/s

For the characteristic equation shown in (5), the If the compressibility effect is neglected, the
eigenvalues are : frequency and damping ratio for the long
period motion can be approximated by,
=0 (5)
= 2
=
± +4 1
= =
, 2
2 =
2
Frequency of oscillation is inversely
The frequency, form: = proportional to the forward speed.
Damping ratio is inversely proportional to
lift-to-drag ratio (also known as aerodynamic
The damping ratio, =
efficiency)
2
Short Period Stability
An approximation of the short-period mode of
motion can be obtained by assuming: 1
= =
and dropping the x-force equation,
, =
0 =
0
=
+ + + 0
0 0 1 0 = + (2)
Using the above expression and substitute Eq.

= + + (1) into Eq. (2) :
And as :
= +
= =
= (1) = +

and which yields :
= + + + (3)
1
= + + + =0
+
The characteristic equation:

= + + +
+ + + =0
In matrix form:
1 The eigenvalues are:
=
+ +
To obtain the eigenvalues : + + ± + + 4

, =
2
=0
The frequency :
The damping ratio:
+ +
=
2
Eigenvalues,
In general form, the eigenvalues can be written as :
where ;

The eigenvalues (known also as roots) 3. Dynamic Stability of the System
obtained can be used to determine :
An aircraft may be said to be dynamically
1. The time to double amplitude (for dynamically stable if all its eigenvalues, being real, have
unstable system) or time to half amplitude (for negative values, or if the be complex, have –ve
dynamically stable system) real part.
Zero or +ve values of the real part of any
complex eigenvalues mean that aircraft will be
2. Period dynamically unstable.
Example of complex eigenvalues :
Note: Equation (A) & (B) can be used for both
phugoid & short period motion.
This system is dynamically unstable

Lateral Motion
Characteristic equation of lateral motion for
conventional type of aircraft.
Can be written in the form of
The roots of the characteristic equation for a

stable aircraft are shown on the S-plan in
Figure.
Lateral Motion
For the lateral mode, usually the characteristic equation
factorizes into one complex pair of roots and two real
roots:
i. The complex pair of roots describes the dutch roll
oscillation
ii. The large real root describes the roll subsidence mode
iii. The small real root describe the spiral mode
Lateral Motion
Example:
The characteristic equation for a lateral mode for a specified given aircraft as follow:
This yields the lateral eigenvalues (roots):
As 1< 2, hence :
Since Eq. 3 gives a complex pair of roots, so these roots describe the Dutch Roll Mode.
Lateral-Directional Equations Motion






Rolll approximation


The eigenvalues can be determined by finding the eigenvalues of the matrix A:
The estimates for the lateral eigenvalues using the approximate expressions is obtained as follows:
Spiral mode
Roll mode
Dutch roll mode

Dutch roll mode
2
1.102 4.71 0
which yields the following roots
DR 0.51 2.109i
n DR 2.17 rad / s
DR 0.254
MECH 417–Flight Dynamics and Control
Longitudinal Stability Deriva�ves

Example
Lecture 15
AND CONTROL
Lecture 16
Pure Motions
By
Pure Pitching Motion

1 1
= , , , , =2 , =2
2
= + + + + Laplace Transform
If we assume the A/C has only one motion which is = (s) + ( )+ +
pitching, so only angular motion will take in account
= = = = ( )
So for pure pitch =0 = = =
= = ( )= ( ) + ( )+ ( )+ (s)
1
+ + + = ( + ) ( ) = (s)
2 2 2
1 Bearing
=2 + + + =
2 2 V
= + + +
Where 1 1
=2 , =2
2
, = ± 1 = ±
( + ) ( ) = (s)
( + ) = (s) = 1 /
Transfer function ( + ) ( + )
= 1 / =
2 2
=
(s) ( + )
1 1
= =
therefore the characteristic equation:
( + ) =0 = + 1
Img (j
S-plane
This equation can be compared with the = +
standard equation of a 2nd order system 1 =j
Real ( )
+2 + =0 -1/Tc=-
1 =j
( + )
= =
2

A complex root is usually written as: ±j d
When is negative, the response is a damped oscillation.
The damping is characterized by the time when the quantities

e t becomes half.
This time is denoted byy time to half amplitude

p t1/2.
ln( 2) 0.693
Consequently , =0 = =
When is positive,e the response is a divergent oscillation.

oscillation When is negative, the number of cycles from t = 0
The time when the term e t equals two is a measure of the to t1/2 is denoted byy N1/2 and equals:
q
rate of divergence.
= = 0.11
p
This time is denoted by time to double amplitude t2.
ln( 2) 0.693
It is easy to show that : = = Similarly, when is positive, the number of cycles
from t = 0 to t2 is denoted by N2 and equals:
The time period of the oscillation (tP) is given by
= = 0.11
= =
1
A flat plate lifting surface is mounted on a hollow slender rod
as illustrated in Figure. The slender rod is supported in the
wind tunnel by a transverse rod. A low friction bearing is used
so that the slender rod-flat plate system can rotate freely in
pitch. To have the centre of gravity located at the pivot point
ballast is placed inside the slender tube forward of the pivot.
Estimate the damping ratio, , the undamped natural
frequency, n, and the damped natural frequency of the tube-
flat plate assembly, .
+ = 1.38
The following assumptions are made in the analysis
= 36.1
1. Neglect the mass of the slender rod.
2. Neglect the contribution of the pitching moment contribution due to the
slender rod.
3. Neglect the mechanical friction of the bearings.
Solution
( + ) =0
+ 1.38 + 36.1 = 0
+2 + =0
= ( + )
=
2
= 36.1 = 6.008 /
1.38
= = 0.1148
2 36.1
1.38
= 1 / = = 0.69
2
( + )
= 6.008 1 0.1148 = 5.93 / =
2
Pure Rolling Motion
Rearranging:
Then p
Using Laplace transformation with zero initial

condition
where
Pure Yawing Motion

AND CONTROL
Lecture 17
AIRCRAFT TRANSFER
FUNCTION
By
Estimation of aircraft transfer function
Shortt Period
d Approximation
State-space matrix of short period motion.
1
= + (1)
+ + +
Write in the form of Laplace transform

Divided by e
And the transfer function is given by:
(*)
Characteristic Equation,
Sub (4) in (*) we get

Simplified
Example
State-space matrix of short period motion. Divided by e
Write in the form of differential equation
And the transfer function is given by:

Example
Simplified
Summary of Transfer Function for short period motion

With the polynomial constants are given in Table.

Phugoid Approximation
Estimation of phugoid (long period) mode can be
done by making an assumption that the changes
in angle of attack is zero, and by omitting pitching
moment.
The phugoid motion written in state-space
equation is:
Write in the form of polynomial equation, divided

by e and write in the form of Laplace transform
matrix
Summary of transfer function for Phugoid motion

With the polynomial constants are given in Table.

Roll Approximation
Roll motion can be approximated using first order Or can be written in the form of
dynamic system.
With is the time constants which gives

Transfer function and can derived using Laplace
transform p(s)/ a(s) and (s)/ a(s)
Lp is very much
h influenced
i fl d by the size of the
wing and tail.
Example:
Spiral Approximation
Spiral mode can be described as the changes in The stability criteria for the spiral mode can be
roll (bank) angle, and directional, . determine from
Sideslip angle can not be ignored because the
aerodynamic moment is influenced by the sideslip
angle.
p
The approximation of the spiral model can be
written as:
The additional dihedral effect, L and yaw
damping effect, Nr could improve the spiral
mode.
The roots of the characteristic equations.

Dutch Roll Approximation
The Dutch roll mode is the combination of sideslip For transfer function to rudder input , r(s)
and yawing motion. assume a(s)=0, then
Approximation can be made by assuming no
rolling moment.
The Dutch roll model in the form of state-space
equation is given by:
Use similar procedure as before to determine
transfer function
With similar method determine the transfer function to

aileron input a(s), assumed r(s)=0
Dutch Roll Approximation

Summary of Dutch roll Transfer function equations
With the constant for the polynomial are given in Table.

The Effect of Stability Derivatives on Aircraft Motion
Longitudinal Motion
The aircraft response which can be approximated from the characteristic equation is dependent on
the magnitude of the stability derivatives.
Table shows the summarized the effect of stability derivatives on aircraft characteristics.
the short period mode is more important and is always get more attention due to its higher
frequency.
If the oscillation is highly damped, it is found that the aircraft is easy to control.
Higher frequency will give faster response to elevator.
If an aircraft has low damping and low frequency, the aircraft is dangerous to fly because the
response is sluggish and sloppy to control input.

Longitudinal Motion
For phugoid mode, the nature of the oscillation is not critical because the pilot is able to take
up the disturbances with a little movement on the control surface.
Phugoid oscillation occurs at low frequency.
This allows pilot to have enough time to correct the error.
However the phugoid damping should not be so small because it might put burden to the pilot.
Lateral Motion
The effect of stability derivative on lateral motion are shown in Table
From the table it shows conflicting issues between spiral and Dutch roll in order to have
good degree of stability in design process.
In most cases the aircraft designers are concern with spiral mode compare to Dutch roll.
On the other hand the stability of Dutch roll mode can be improve using flight control via
stability augmentation system
AND CONTROL
Lecture 18
FLYING QUALITIES
Dr. Yasser A.M Nogoud
Flying qualities
Flying qualities of an aircraft are related to the stability and control characteristics.
It can be used to describe the stability and control characteristics of an aircraft for
given flight cases which allow pilot to give opinion toward the level of flying qualities.
The flying qualities can be classed into three levels.
Table shows the three levels of flying qualities.
The flying qualities depend on the type of aircraft and flight phase.
The type of aircraft is classified into four (4) classification depend on the size and
control characteristics.
Flying qualities
Three Level of Flying Qualities
ies
Flying qualities
Classification of Airplanes
Table show the four different classification type
of aircraft.
Class I: small light airplane
Class II: Medium weight, low to medium

Maneuverability airplane
Class III: Large, heavy, low to medium

Maneuverability airplane
Class IV: high Maneuverability airplane

Flying qualities
Three categories of flight phase

The flight phase is categorized into three (3) phase depends
on terminal or non-terminal flight.
Table below shows the three categories of flight phase.
Flying qualities - longitudinal motion
In order to know how the damping ratio and natural frequency

influenced the ability of pilot to control the airplane, Cooper-Harper
has developed a scale which is able to describe the relationship
between the flying and handling qualities.
A Cooper-Harper scale was then introduced in which the lowest
value shows good flying and handling qualities
A lot of researches have been conducted in order to relate the
characteristic of stability and control to aircraft damping ratio,
natural frequency and time constant.
Flying qualities - longitudinal motion
Longitudinal Flying Qualities (Ref: MIL-SPEC-8785C)

flying qualities for short period and phugoid mode.
Flying qualities - Lateral Motion
The flying qualities requirements for lateral motion are shown in Table 1, 2 and 3.
1. Spiral mode flying qualities (minimum time to double amplitude)
2. Roll mode flying qualities (maximum roll time constant)

Flying
y g qualities
q - Cooper-Harper
p Scale
Short-period flying qualities.
longitudinal specifications for the phugoid and short-period

motions that is valid for all classes of aircraft.
EXAMPLE. A fighter aircraft has the aerodynamic, mass, and geometric characteristics that
follow. Determine the short-period flying qualities at sea level, at 25,000 ft, and at 50,000 ft for
a true airspeed of 800 ft/s. How can the designer improve the flying qualities of this airplane?
+ +
Solution: = =
2
= =
= =
2 2
Lateral–directional dynamic stability
Lateral–directional dynamic stability

AND CONTROL
Lecture 19
STABILITY AUGMENTATION SYSTEM
Dr. Yasser A.M Nogoud
STABILITY AUGMENTATION SYSTEM (SAS)

It is a close-loop system
provide artificial stability for an airplane that has undesirable flying characteristics
the inherent stability of an airplane depends on the aerodynamic stability derivatives.
The magnitude of the derivatives affects both the damping and frequency of the
longitudinal and lateral motions of an airplane.
For example short period = +
=
2
e stability derivatives were

the er a function of the airplane'ss aerodynamic
r and geometric
characteristics.
a
= = =
2 2
we know that the longitudinal stability coefficients are a function of the horizontal tail
volume ratio.
Therefore, we could select a tail size and or location so that Cm , and Cmq provide
the proper damping and frequency for the short-period mode.
= 1 = 2
Because the stability derivatives vary over the flight envelope, the handling qualities
also will change.
Obviously, we would like to provide the flight crew with an airplane that has desirable
handling qualities over its entire operational envelope.
This is accomplished by employing stability augmentation systems

To help understand how a stability augmentation system works, we shall consider the case of an airplane having
poor short-period dynamic characteristics.
In our analysis we assume that the aircraft has only one degree of freedom a pitching motion about the centre of
gravity.
The equation of motion for a constrained pitching motion
+ + =
Transfer function
6.71
= =
+ + + 0.071 + 5.49
The damping ratio and undamped natural frequency are given by
= 5.49 = 2.34rad/s = 0.015

• Aircraft has flying quality below Level 3.
• For Level 1 flying quality the damping ratio of short period has to increase
e
more than 0.3.
• Stability augmentation of this kind is called “pitch damper”
Stability augmentation of this kind is called “pitch damper”
Stability augmentation can be implemented using interfaces system without pilot realization.
The elevator angle is proportional to pitch rate
Open loop transfer function = ( )
( )
=
Close-loop transfer function 1+ ( )
= +
The new aircraft characteristic equation is given by
6.71
=
+ 0.071 + 5.49 + 6.71
+ 0.071 + 5.49 + 6.71
= 5.49 + 6.71
0.071
=
2 5.49 + 6.71
to provide level 1 flying qualities the short-period damping must be increased so that = 0.3
0.071
0.3 = = 0.816
2 5.49 + 6.71
Stability augmentation of this kind is called “pitch damper”
Stability augmentation can be implemented using interfaces system without pilot realization.
Open loop transfer function = ( )
( )
=
Close-loop transfer function 1+ ( )
= +
6.71
=
+ 0.071 + 6.71 + 5.49
+ 0.071 + 6.71 + 5.49
= 5.49
0.071 + 6.71
=
2 5.49
to provide level 1 flying qualities the short-period damping must be increased so that = 0.3
0.071 + 6.71
0.3 = = 0.1989
2 5.49
STABILITY AUGMENTATION SYSTEM
Control Surface Actuator
Servo actuator is used to move the aerodynamic control surfaces.
The servo actuator system can be an electrical, hydraulic, or pneumatic system or combination of
both.
The transfer function of the actuator system is the mathematical model which describes the
relationship between pilot input movement and control surface movement.
The simplest actuator transfer function represents by a simple gain K
( )
For electrical motor system, the transfer function is represented as =
( ) +1

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MECH 417–FLIGHT

DYNAMICS AND CONTROL

Static Roll Stability (Lateral stability)

– Unfavourable rolling moment in a side slip leads to

– Neutral or stable behaviour is observed based on

Static Roll Stability (Lateral stability)

Static Roll Stability (Lateral stability)

Wing contribution on lateral stability due to side slip angle

Wing dihedral angle

Rolll Stability Rolll Performance

• High mounted wing provides positive lateral

– In right-side slip, wing into wind has less

– Aircraft with high mounted and swept

– Ventral fin's aerodynamic force acts

– Low pressure area on top of the wing

By differential deflection of ailerons or by spoilers

RIGID BODY MOTION

RIGID BODY MOTION

DERIVATION OF RIGID BODY EQUATION OF MOTION

Then the forces equation,

For axis symmetry I xy=Iyz=0

For axis symmetry I xy=Iyz=0

The scaler equations for the moment of momentum:

Substitute with initial conditions and disturbances

Apply assumption (1), (2) and 3 gives,

For zero disturbance

EQUATION OF MOTION IN STATE-SPACE MATRIX

Write in the form of state-space matrix

The A and B consist of aircraft’s dimensional stability and control derivatives.

EQUATION OF MOTION IN STATE-SPACE MATRIX

Aircraft Stability Derivatives

EQUATION OF MOTION IN STATE-SPACE MATRIX

Write in the form of state-space matrix

The A and B consist of aircraft’s dimensional stability and control derivatives.

The longitudinal state equation

= called the stability derivative, is evaluated at reference flight condition.

the contribution of the change in the velocity u to change X in the X force

Longitudinal stability coefficient

The A and B consist of aircraft’s dimensional stability and control derivatives.

Lateral stability coefficient

2nd Order system

Poles U(s)=(1/s) Step response

0< <1 <1 , = ±

Poles U(s)=(1/s) Step response

Poles U(s)=(1/s) Step response

Poles U(s)=(1/s) Step response

Step response of a second-order system

Aircraft Characteristic Equations

Can be written in the form of = + 2 + + + 2 +

This yields the longitudinal eigenvalues (roots):

therefore the characteristic equation:

Second-Order Differential Equation

Equation (6) can be rewrite as :

the function F(t) is called the forcing function.

= is undamped natural frequency in rad/s

Second-Order Differential Equation

Using the above expression and substitute Eq.

Short Period Stability

The characteristic equation:

To obtain the eigenvalues : + + ± + + 4

The damping ratio:

Short Period Stability

This system is dynamically unstable

Can be written in the form of