METHODS FOR ESTIMATING STABILITY AND CONTROL DERIVATIVES OF ‘CONVENTIONAL SUBSONIC AIRPLANES , } by: Jan Roskam Professor of Aerospace Engineering The University of Kansas, Lawrence, Kansas ) ) SB ee ee ll el First Printing 1971 Second Printing 1973 ————— {ESCUELA TECWIOR SUPERIOR OE utadeacs se -onaaTios [e.ai3y BIBLIOTECA Importador n.? 50 UIBREPI NTR. Stag Lagaw: aLSIDCopyright © 1971 by the author. All rights reserved. This document or any part thereof must not be reproduced in any form without the written permission of the author. Library of Congress Catalog Card Number: 77-173352 Pe ft | Printed in the USAAcknowledgment ‘The author would like to express his thanks to the Air Force Flight Dynamics Laboratory at Dayton, Ohio for their permission to use data and graphs from the USAF Stability and Control Datcom, Reference 1.Table of Contents Table of Contents List of Symbols L 2. a Angle of Sideslip Derivatives: Introduction Determination of Wing and Horizontal Tat Geonetry Oe eres ca 3-1 Cpy, Variation of Drag Coefficient with Angle of Attack 3.2 CL,, Variation of Lift Coefficient with Angle of Attack 3:3 Cay» Variation of Pitching Moment Coefficient with Angle of Attack Speed Derivatives: Cp, Cus Cn, 4-1 Coy Variation of Drag Coefficient with Speed 4-2 Cu Varlation of Lift Coefficient with speed 4-3 Gn.» Variation of Pitching Moment coefficient with Speed Pitch Rate Derivatives: Coss CLo, Gya 3-1 Cpg, Variation of Drag Coefficient with Pitch Rate 5-2 C1. Variation of Lift coefficient with Pitch Rate 5:3 Cag» Variation of Pitching Moment Coefficient with Pitch Rate fate of Attack Bate Derivatives: p,, C2, Cay S-1 Cog Variation of Drag Coefficient with Angle of Attack Rate 6-2 Cras Variation of Lift Coefficient with Angle of Attack Rate 6-3 Cuz Variation of Pitching Moment Coefficient with Angle of Attack Rate Sygr tg Sng La 2a 3.1 31 3.2 3.3 4 4 4 5a 5.1 5.2 6.1 6.18. 9. 10. Rl ¢, "yg? Variation of Side Force Coefficient with Sideslip Angle 7.2 Cyg, Variation of Rolling Moment Coefficient with Sideslip Angle 7.3. Cngs Variation of Yawing Moment Coefficient with Sideslip Angle Roll Rate Derivatives: Cy, Cy, C i yp? Sty? Cn, Pp 8.1 Cy , Variation of Side Force Coefficient with P > Roll Rate 8.2 Variation of Rolling Moment Coefficient with Roll Rate 8.3 Cy,, Variation of Yawing Moment Coefficient Pi with Roll Rate Yaw Rate Derivatives: Cy,, Cys Cap 9.1 Cy,, Variation of Side Force Coefficient with Yaw Rate 9.2 Cy, Variation of Rolling Moment Coefficient with Yaw Rate 9.3 ©, ‘np? Variation of Yawing Moment Coefficient with Yaw Rate Longitudinal Control Derivatives: Ch, + Gas.» Clays Coy? Cusp? Cnsy 10.1 ¢, , Variation of Lift Coefficient with Flap p Deflection 10.2 C, , Variation of Pitching Moment Coefficient with Flap Deflection 10.3 C, , Variation of Lift Coefficient with ‘1y Stabilizer Incidence 10.4 C, , Variation of Pitching Moment Coefficient with Stabilizer Incidence » Variation of Lift Coefficient with Elevator Angle 10.6 C, , Variation of Pitching Moment Coefficient with Elevator Angle WL 7.3 15 8.1 8.2 8.2 9.1 9.1 9.3 10.1 10.1 10.2 10.3 10.3 10.3 10.4 itMs Lateral Control Derivatives: Cys.5 Cig,+ Cag, aa 11.1 C, , Variation of Side Force Coefficient qa . %6," with Aileron Deflection 11.2 Cy , Variation of Rolling Moment Coefficient a j,’ with Aileron Deflection 11.3 C, , Variation of Yawing Moment Coefficient 1.2 3, with Aileron Deflection 12, Directional Control Derivatives, Cy5.5 Crs, Cngg 12.2 12.1 C, , Variation of Side Force Coefficient with 12.1 Yq. Rudder Deflection 12.2 C, , Variation of Rolling Moment Coefficient a ig with Rudder Deflection 12.3 C, , Variation of Yawing Moment Coefficient Ra = "6, with Rudder Deflection 13. References 13.1= Symbol tle oR Ste SD o fee L = e (Listed List of Symbols in order of occurrence in the text) Definition Mach number Thickness ratio of a wing or tail surface Wing, planform or ratio Sweep angle Wing, planform or reference span Wing, planform or reference area Wing, planform or ratio Streamwise actual tip chord Streanwise actual Toot chord surface aspect surface surface surface taper or equivalent or equivalent Trailing edge angle Drag coefficient Drag coefficient for C,=0 Lift coefficient Oswald's efficiency factor Variation of drag angle of attack Variation of lift angle of attack coefficient with coefficient with Dimension deg ft fr? ft ft deg deg” or rad-1 deg > or rad~Symbol. Definition Dimension Symbol Definition Dimension Ww Airplane weight lbs j a= ov? Dynamic pressure of free stream lbs ft ° Air density slug ft? Airplane true airspeed ft sec? Ratio of dynamic pressure at the tail to that of the free strean € Downwash angle at the horizontal deg or tail rad Ks Empirical factor to correct for body effect on wing lift curve slope a Fuselage diameter or width at the ft wing root chord 8 ae Compressibility correction factor B Wextodh K Ratio of actual wing section lift curve slope to 2n a Correction factor for aspect ratio Correction factor for taper ratio Correction factor for horizontal tail position Distance defined in Figure 3.7 ft Distance defined in Figure 3.7 fe ac, . Cy" ae Variation of pitching moment deg”) or oe coefficient with angle of attack rad-t ac, a Static margin Distance from the leading edge of the wing m.g.c. to the airplane _ aerodynamic center in tenths of &Symbol pet ce Wing mean geometric chord Distance from the leading edge of the wing m.g.c. to the airplane c.g. in tenths of € Distance from the leading edge of the wing m.g.c. to the horizontal = _ tail aerodynamic center in tenths of @ Shife (usually forward) of the wing aerodynamic center due to the fuselage and or nacelles in tenths of © Variation of drag coefficient with speed Variation of lift coefficient with speed Variation of pitching moment coefficient with speed Variation of drag coefficient with pitch rate Variation of lift coefficient with pitch rate Variation of pitching moment coefficient with pitch rate Horizontal tail volume coefficient Dimension ft rad“? viNL 5 TARRY nl nS Symbol 2% ae 2, ac, GQ =e é 9s 2, 2G, Cc =e a, 5 aE eo 2 ac, ce Ye 3B 8 r 2,” 3B Definition Distance from airplane c.g. to the horizontal tail aerodynamic center Variation of drag coefficient with rate of change of angle of attack Variation of lift coefficient with rate of change of angle of attack Variation of pitching moment coefficient with rate of change of angle of attack Variation of side force coefficient with sideslip angle Sideslip angle Wing geometric dihedral, positive up Variation of rolling moment co- efficient with sideslip angle Variation of yawing moment co- efficient with sideslip angle Variation of sideforce coefficient with roll rate Variation of rolling moment co- efficient with roll rate Dimension fe rad rad deg or rad deg rad’ rad rad vitDefinition Variation of yawing moment co- efficient with roll rate Variation of side force co- efficient with yaw rate Variation of rolling moment co- efficient with yaw rate Variation of yawing moment co- efficient with yaw rate Variation of lift coefficient with flap deflection angle Variation of pitching moment co- efficient with flap deflection angle Variation of lift coefficient with elevator deflection angle Variation of pitching moment co- efficient with elevator deflection angle Variation of lift coefficient with stabilizer incidence angle Variation of pitching moment co- efficient with stabilizer incidence angle Variation of side force coefficient with aileron angle Dimension rad’ rad’ rad rad“ deg rad’ deg”) or rad deg’ rad’ deg” or | rad-t deg > or vitSubscripts T R LE cfs cf2 cR Definition Variation of rolling moment co- efficient with aileron angle Variation of yawing moment co- efficient with aileron angle Variation of side force coefficient with rudder angle Variation of rolling moment coefficient with rudder angle Variation of yawing moment coefficient with rudder angle Tip Root Leading edge Quarter chord Semi chord Critical Wing Wing plus body Horizontal tail Center of gravity Aerodynamic center Steady state flight condition Vertical Tail Dimension 1 deg”) or rag deg”? or rad" deg”) or rad deg | or rad? deg or rad-t ixSymbol eff. TE Definition Dimension Effective Flap Elevator Stabilizer incidence Aileron angle Rudder angle Left, lift Right Trailing Edge1. Introduction The purpose of this text is to present methods for computing "ball-park' numbers of stability and control derivatives for con- ventional, tail-aft airplanes in subsonic flight. Such methods are particularly valuable when doing parametric or preliminary design studies of stability and control characteristics of airplanes. For class-room purposes and design project exercises, experience at The University of Kansas has shown that the methods presented in this text allow students to come up with estimated stability characteris- tics of their own design within a reasonable period of time and with reasonable accuracy. When better accuracy is desired it is always recommended to use tunnel data and/or a combination of tunnel data and the methods of Reference 1. Without any tunnel data, it has been the experience of the author, that judicious use of Reference 1 yields acceptable re- sults although sometimes requiring a large amount of manhours. For unconventional airplane configurations it is suggested that the methods of Reference 1 be used. The methods presented in this section apply to most jet air- Plane configurations with power-on or -off because power effects on the aerodynamic derivatives are small. For propeller driven air- planes, power induced effects can be very significant. Methods for computing propeller induced power effects are beyond the scope of this text and the reader is referred to References 1, 2 and 3. The word subsonic, as used in this text implies that no tran- sonic flow phenomena occur. The free flight Mach number for which transonic flow phenomena occur depends on surface geometry (pri- marily airfoil thickness and surface sweep angle) and on the lift coefficient. As presented in this text subsonic flow conditions prevail (and therefore the methods of this text are valid) as long as M< Mc. The critical Mach number, Mog, is defined (here) as that Mach nunber for which the drag of a surface (wing or tail) is .0020 above the incompressible drag level. Figure 1.1 presents the re- lationship between Mcr, lift coefficient, Cy, quarter-chord sweep angle, fc/4 and thickness ratio, t/e. A correction factor for aspect ratios below A=6 is presented in Figure 1.2. This correction factor is additive in the positive sense. Using Figures 1.1 and 1.2 the student can determine for himself whether or not subsonic flow con- ditions prevail for his particular case. If subsonic conditions do not prevail then it will be necessary to use the methods of Reference 1. This text is intended to be a companion text with Reference 3. The derivatives obtained with this text can be used together with the theories outlined in Reference 3 to design airplanes to specific handling quality requirements with or without the use of automatic control equipment. Sign conventions used for all derivatives corres- pond to those used in Reference 3 which also contains a discussion of Lahow each derivative arises from a physical point of view. Finally, it should be observed that all derivatives in this text are computed in the airplane stability axes system as defined in Reference 3.20 30. Jv eyy ES) 4 5 6 ASPECT RATIO Figure 1.2 Aspect Ratio Correction to Critical Mach Number2. Determination of Wing and Horizontal Tail Geometry Very few airplanes have simple straight tapered wings or hori- zontal tails. When using handbook type methods for computing sta~ bility derivatives it is desirable to express the wing or tail geometry in terms of representative values for: 1. reference area $ 2. reference span b b2 aspect ratio A = 2 oy 4. taper ratio 4 = R sweep angle A Figure 2.1 shows how these parameters are defined for a straight tapered wing or tail. This section presents simple guidelines for determining these geometric parameters for practical wings and horizontal tails. Wings Figure 2.2 shows several examples of wing-fuselage combinations as they are actually used on airplanes. Clearly indicated on each figure is how the representative geometric parameters can be obtained directly from planform (top) views of these airplanes. This is done by defining for each case a so-called equivalent straight tapered wing. From the examples in Figure 2.2 it should be clear that a certain amount of judgment is involved in determining the so-called equivalent straight tapered wing in each case. Horizontal Tail Figure 2.3 presents several examples of tail fuselage combina~ tions as they are actually used on airplanes. In each case an equivalent horizontal tail surface is defined as indicated in each figure. Again, a certain amount of judgment is necessary to deter- mine the equivalent straight tapered tail. Sweep Angles In the literature, it is customary to present aerodynamic co- efficients or derivatives as functions of ‘sweep angle. Depending on the type of coefficient, the leading edge sweep angle, AyE; the quarter-chord sweep angle, Ne/4 or the semi~chord sweep angle, e/2 may be used. For that reason it is convenient to have a quick graphical method which allows determination of one sweep angle from Knowledge of another sweep angle, aspect ratio and taper ratio. Such a method is presented in Figure 2.4, which is based on the following sweep angle relationship: 214 aed tan A, = tan A, - 5 ((n-m) (G59) Q.y where Ay or m is the sweep angle of the né" or m‘” constant fraction chord line. "For n=O and m= 1/4, the relationship between the leading edge sweep angle and the quarter chord line sweep angle is: tan Ap = tan heyy > = tan Aaj, + This equation is represented graphically in Figures For m0 and me 2, the relationship between the veep angle and the sent-chord Line sveep angle 1s: 1h a) 4 tan App = tan heyy - % 2 dh stan Ni +z GED ‘This equation is represented graphically in Figures (2.2) 2.4a through £. leading edge (2.3) 2.5a through £. 2.2ACTUAL ———-- EQUIVALENT % Figure 2.2 (Continued) Guidelines for Defining Equivalent Straight Tapered Wings ACTUAL — ——— EQUIVALENT /m Figure 2.3. Guidelines for Defining Equivalent Straight Tapered Tail Surfaces 2430 60 90 Dejyr(OE6) ing Edge Sweep Angle ver traight Tapered Wings arter Chord Sweep Angle 2.530 60 Acy~@E) Figure 2.4 (Continued) Leading Edge Sweep Angle versus Quarter Chord _ Sweep Angle for Straight Tapered Wings a6(Continued) Leading Bdge Sweep Angle versus Quarter Chord Si for Straight Tapered Wings weep Angle Figure 2.4Aue eC) Ave Qe) 90 30 60 Acprts) Figure 2.5 Leading Edge Sweep Angle versus Semi Chord Sweep Angle for Straight Tapered Wings 2.8Figure 2.5 (Continued) Leading Edge Sweep Angle versus Semi Chord Sweep Angle for Straight Tapered Wings 2.9oe ° i 0 30 co 90 Age (Dee) Figure 2.5 (Continued) Leading Edge Sweep Angle versus Semi Chord Sweep Angle for Straight Tapered Wings 2.103. Angle of Attack Derivatives: Cp.y Clas Gag 3.1 Cp,» Variation of Drag Coefficient with Angle of Attack ese eee ere Low Subsonic Mach Numbers This derivative is frequently neglected in dynamic stability analyses. However, in many stability and control problems , particu- larly those involving flight at low speeds (final approach, landing and take-off) it is not always realistic to neglect Cpy. For purposes of estimating Cp, it will be assumed here that a drag polar for the airplane has been estimated (for example with the methods of Reference 4) and that a local analytical fit according to the parabolic approximation: GD has been made. An illustration of how a local analytical fit to an actual drag polar can be made is shown in Figure 3.1. In that case the derivative Cp, is found by differentiation from: 2c, ¢, LL, ae (3.2) Equation (3.2) shows that Cp, depends on the 1ift-curve slope, Ci, (to be discussed in Section 3.2) and on the steady state lift co? efficient, C1, about which the a-variation is being considered. The latter may be found from: Oa > 3.3) if there is no thrust component in the lift direction. The aspect ratio, A, follows from the equivalent wing definition of Figures 2.1 or 2.2. Oswald's efficiency factor e may be estimated with the aid of Figure 3.2. — 2%, The term —_° represents the change of profile drag with angle of attack. This contribution is very often small. It is also very laborious to estimate. For purposes of preliminary design analyses it is usually acceptable to set: (3.4) High Subsonic Mach Numbers Equation (3.2) can be used to estimate Cp, at high Mach numbers with the understanding that the local analytical fit given by Equation (3.1) is applied to the drag polar at the Mach number for which Cp, is to be computed. This was already illustrated in Figure 3.1. 3.13.2 Cy,, Ltft-Curve Slope All Subsonic Mach Numbers For a conventional, tail-aft airplane, this derivative can be estimated from: de. 1-3 (3.5) If the ratio of wing span, b, to fuselage diameter, d is reasonably large (say > 2) a good approximation is to set: ee cL (3.6) WB ‘, where: Kyp 7 1 - -25 G2 + .025 (3.7) Values for C,, and Cy, may be found from: Loy Lay MAY be rom: Gs aha (rad) (3.8) Sa] a + pel + 4 where: b= fiw G.9) The factor x is the ratio of actual average wing section lift curve slope, Czy to 2m. At very low Mach numbers C,, can be read from Figure 3.3 instead of computing it with Equation (3.8). Equation (3.8) is reported (Reference 1) to be very accurate up toM* .6. For thin swept wings, it can be used up to M = .8, The dynamic pressure ratio at the horizontal tail can usually be assumed to be in the range: +90 < ng < 1.0 (3.10) @ value of .9 being on the conservative side in power-off flight. § the area ratio “H is found with rhe guldelines of Chapter 2. For the dovnwash ratio at the horizontal tail, © , the following equation is suggested: 3.2= dal M da| MeO Cc , M=0 The dowvash gradient at lov speed, SE] 4s found trom: Pe 1.19 74.46 [KKK Yeosa 7, 1 where: K-t 1 (Figure 3.4) (Figure 3.5) (Figure 3.6) and where the parameters hy and 2q are defined in Figure 3.7. that im Equation (3.11), the values of C, and Cy OM Cabteo computed from Equation (3.8). 3.3 Cy,» Pitching Moment Curve Slope All Subsonic Mach Numbers This derivative may be estimated from: = ac, where C,, follows from Equation (3.8) or from Figure 3.3. margin, dc,/d¢, is found from: Gay (3.12) (3.13) (3.14) (3.15) Note must be (3.16) The static 3.17) 3.3The center of gravity location must be known or assumed to be known before the static margin can be computed. Airplane aerodynamic center location, X,., can be computed from: oe z (3.18) s, “Had Ones a as Methods for estimating Cia» Cigus Ty and de/da were already dis B iL cussed in Section 3.2 To obtain the location of Kacy, the following equation is suggested =k. + Ay, (3.19) The nondimensional aerodynamic centers Racy and Racy are defined in Figure 3.8. Values for Racy and Kacy may be found with the aid of Figures 3.9, 3.10 and 3.11. How this may be done is explained next. In finding Kacy and Kacy» the following steps should be ob- served: Step 1. Find —8°(for W or H) from Figure 3.9 R fae Step 2. Convert —2£ to K,. (for W or H) with the aid of: eae ‘ac Rae" By Cop &) where Ky and K, are found from Figures 3.10 and 3.11. For unswept wings these methods will give good results for Mach numbers up to .6. For swept, thin wings they can be used up to .8. All this in accordance with the concept of subsonic flow conditions defined by Figures 1.1 and 1.2. The body induced aerodynamic center shift, af, can be computed from: 3 = _7M/gy (Body and, oF Nacelles or Tat1boons) ae —3 ‘acy Ts, ow (3.21) | | 3.4where: i Med rye & de 365 WROD F (3.22) This equation represents the so-called Multhopp strip-integration Rethod of accounting for fuselage (nacelle or tailboom) effect on wing aerodynamic center location. The quantity di/da can be found by using Equation (3.22) in conjunction with Figures 312 and 3.13. Observe, that ahead of the wing values for . are found from curves (1) or (2) in Figure 3.13, Behind the wing, ££ 48 found fron: ae| = als 2 3.23) where $£ is found from Equation (3.11). Algo observe that Figure 3.13 applieSonly in cases where O,,,, = .08 deg-!. If this condition 1s not satisfied, < should be corrected by means of Equation (3,24): . ce (3.24) | : oy *For definitions of x, and 4, see Figure 3.12 3.57 ANALYTICAL Fits POLARS ap----- CG, AND C., ARE Ceo LIFT COEFFICIENTS ABOUT WHICH LOCAL ANALYTICAL FITS ARE MADE Sp Figure Analytical Fit of a Drag Polar 'S EFFICIENCY FACTOR ~e@ OSWALD‘ WING ASPECT RATIO ~ A Figure 3.2 Method for Estimating Oswald's Efficiency Factor8 10 We ASPECT RATIO NA 6 4 3 3 2 4 4 a7 e4 = Ya Q es a o 4 2 0 a oe 5 3 8 a o 4 32 2 e e ° « . < 2 ° 2 of 7 & E o 4 cE 5 5 rw aw 5 o g g ° « . ° Figure 3.3 (Continued) Lift~Curve-Slope at Very Low Mach Numbers>I i Reproduced from Reference 1 2 0 2 6 8 10 Figure 3.4 Wing Aspect Rat ee oan ener Reproduced from Reference 1 13 K iF 12 Lt 10 Figure 3.5 Wing Taper Ratio Factor 3.9Reproduced from Reference 1 Figure 3.6 Horizontal Tail Location Factor 3.10ROoT CHORD PLANE € Figure 3.8 Definition of Dimensional and Non-Dimensional Aerodynamic Center Locations 3.11Reproduced from Reference 1 1.2 @) A= 0} SUBSONIC +9 0 TAN AG | 8 . B TANA: l(c) A =0,25 i eee UNSWEPT TE. ieslest SUBSONIC TANA. ! 6 ot ANA B 8 TAN Ave 8 TANAG Figure 3.9 Aerodynamic Center Location of Lifting Surfaces 3.12Reproduced from Reference 1 Bee ee _|_UNSWeer Ty 7 SUBSONIC For the wing contribution, References 5 and 6 show: (5.2) where (5.3) In Equation (5.3) the distance Xy is the (positive rearward) distance from the airplane center of gravity to the wing aerodynamic center. The value of Cy, follows from Equation (3.8) at MeO or from Figure 3.3, For the horizontal tail contribution, Reference 3 shows: = 2¢, 1y Vy (rad (5.4) 4, a, Aly ay M The value of ¢; follows from Equation (3.8) or from Figure Cony M 3.3. The horizontal tail volune coefficient, Ty is defined as: eG wre 5.5) where Xy is the distance from the airplane center of gravity to the horizontal tail aerodynamic center. Very often it is acceptable to use for Xy the distance between the quarter mean geometric chord of the wing and the quarter mean geometric chord of the tail. ‘Typical examples of volume coefficients for conventional air- Planes are presented in Table 5.1. 5.15-3 yg» Variation of Pitching Moment Coefficient with Pitch Rate The derivative Gn, may be considered to be the sum of a wing and a tail contribution, tile effect of the fuselage being usually small: 5.6) For the wing contribution, References 5 and 6 show: Sean? Meantheyy 3 : Tibco, +B =¢, eer] ra 6.7) a Wean7h Wheol Weasne 1 M=0 At6cosA A 74 where: Hy? 1 oay?, 2 sean? jeeceoeee) eee 1, °° Mcyal—“azcoah 2h Mecosh,, * 8 4 o/h ol Weg W (5.8) In Equation (5.8), Ctq,, 48 the spanwise average value of the wing section lift curve slope and K is defined in Figure 5.1. For the horizontal tail contribution: %y 4, (ray (3.9) c, =~ 2G, tH on again follows from Equation (3.8) or from Figure 3.3. 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SHTTTATT Jo STUSTSTITOOD BUNTON THEL THON PUR TEIMOZTION Jo SoTaWERT TEOFARL (PonupaWOOY TS eTaPL0 1 8 6 ASPECT RATIO ~ A Figure 5.1 Correction Constant for Wing Contribution to C ( cd 1ed ad pd a La Lie iW ie aa bd od kd Ld Ld Ld 6. Angle of Attack Rate Derivatives: Cpyy Cig, and Cas The methods presented in this section are valid for all subsonic Mach numbers. 6.1 Cp,, Variation of Drag Coefficient with Angle of Attack Rate In the subsonic Mach range this derivative is usually negligible. 6.2 C,,, Variation of Lift Coefficient with Angle of Attack Rate This derivative can be expressed as: c,, (rad) 6D because the fuselage contribution is generally felt to be small. Except for triangular wings, no explicit formulas are available for calculating C,; . For a triangular wing, Reference 1 suggests: ‘a x C= 1.5 ¢ oy +3.0(g) (rad) (6.2) x ow ‘ac, #) is obtained from Section 3.3 and where C,_ follows ca Lay from Equation (3.8) or from Figure 3.3 and where the correction term G,(g) is found from Figure 6.1. where ( For the horizontal tail contribution, Reference 3 shows: (6.3) where C., {8 found from Equation (3.8) or from Figure 3.3 and © CLC 6.3 Cyx, Variation of Pitching Moment Coefficient with Angle of Attack Rate This derivative can be expressed as: (rad™*) (6.4) W H because the fuselage contribution is generally felt to be small.Except for triangular wings there are no explicit methods available for estimating Cag. For most conventional airplane configurations the wing contribution to Cy, is small. Therefore it will not be represented here. % For the horizontal tail contribution, Reference 3 shows: 7 H ae 1, CN a ¢ iu " rad”) (6.5) where CL, and 4E are found from Equation (3-8) (or from Figure 3.3) and from Equation (3.11) respectively. 6.2| -A°C te) TAR (per rad) Reproduced from Reference 1 Figure 6.1 Variation of Lift Coefficient Correction Term with 8A (Walid for triangular wings only, with O is the slope of the low-speed yawing moment due to L gag Felling at zero lift given by: v M=o 5. tank. tan?h c z o/h cl: So até (Atcosh 1, —Go + —ay 2 C, 6 AMicOsh, Le cl L (8.10) Meo . where X is the distance from the center of gravity to the serodynanie center positive when the a.c. is aft of the c.g. and ¢ is the wing mean aero- dynanic chord. ac, ot is the effect of linear wing twist obtained from Figure 8.2. e is the wing twist between the root and tip stations in degrees, negative for washout (See Figure 8.2). is the effect of symmetric flap deflection obtained from Figure 8.3. € is the streamwise flap deflection in degrees. is the two-dimensional lift-effectiveness parameter, obtained from Section 10.1. The vertical tail contribution can be found from: 7 Zycosa ~ t,sina = - Z (ycosa + Zysina) ¢ > doy (8.11) Py 8y where: ty and Z, are defined in Figure 7.18 and a, C, 48 found with the methods of Section 7.1. 8y “wing 8.3eee cee tntaneaah lane tats @rA=0 Sees tele b bbe] |B > B "18 | (per rad) Reproduced from Reference 1 -20 0 20 40 60 80 Ay (dee) = tan” (tant, 4/8) Figure 8.1 Roll Damping Parameter pe em oe RT erro peor oes(b) A = 0.25 BA er = 10 9 Ll] oo t— 1 | — 4 4 ff | + | BC, s (2) ad i 4 Zain ae ales | (per rad) ; r— Ze \\ WEEE ESN Ld Ld Wd Lj Reproduced from Reference 1 + — =20 0 20 40 0 80 1 A, (des) = can” (cant, /,/8) | Figure 8.1 (Continued) Roll Damping Parameter {oad Ld Ld Ld kd Ld(©) d= 0.50 Md (per rad) E | 25 WX F eS f Reproduced from Reference 1 -20 0 20 40 60 80 A, (des) = tan? (tad, »,/2) - Figure 8.1 (Continued) Roll Damping Parameter@A= 10 (*2) ft % (perrad) . I 7 y) , Reproduced from Reference 1 —— +—_1L—_-__1__} =20 0 20 40 60 80 Ay (dee) = tan” (tant 4/8) ) Figure 8.1 (Continued) Roll Damping Parameter ; = ee ee ead OL Ok bd Ld id kd kd kak=00107 + NOTE: AC, perradian | ? @ in degrees =.0008 ~.0006 ! x 1.0 | | | 8 | | ! ‘ . i IN} - ca { i .0006: Ny <4 | | ROOT-SECTION 2 ZERO-LIFT LINE 7 oe S| 4 | Ne SECTION i ZERO-LIFT LINE 0010-4 — rc 1_} O 2 4 6 8 10 12 ASPECT RATIO, A Figure 8.2 Effect of Wing Twist on Wing Rolling Derivative af ? 8.8 moore 4 rm Fr PoP or 1 ree oPok ad i bd kb tad al id Ld 002; b, ‘ | a eee @ — 204 NOTE: d bd t-—4 AC, per radian ie ° 5 aC, 8, indegrees_ + 114 wae é (3), Ls S ae 1 1 aria) 0. +— 1 | a | 001 002. a . (|S -06 ° ac, ae agri fay 5, 00! = st 6 (3 ), © fae 1 ) [0 id-deg, 0. FIT T -.001: + Reproduced from Reference 1 02. d “ a 2 © F708 i 2 acy ie + 2 |}, (2) 5 % ————$—— 28) L- BZA | 1 t 1.0 (aaa) | 001 6 z 4 3 10 12 6 ASPECT RATIO, A Figure 8.3 Effect of Flap Deflection on Wing Rolling Derivative Cad id ) bed ed kd | aah id o had td Ld kd bd bd ha Ld bd Ld Ld 9. Yaw Rate Derivatives The methods presented in this section are valid for all subsonic Mach numbers. They are based primarily on References 1, 5 and 6. 9.1 Cy,, Variation of Side Force Coefficient with Yaw Rate This derivative which is of very minor importance, may be found from: OD Vv where: 2 7-5 (tycosa + Zysina) C, (9.2) v Vv y, The quantities ty and Zy are defined in Figure 7.18 and Cy, may be computed from the methods of Section 7.1 9.2 Cz,, Variation of Rolling Moment Coefficient with Yaw Rate This derivative can be estimated from: (9.3) The variation of the wing yawing derivative Cy with lift-coefficient is given by: ~ Las 8. (rad?) (9.4) is the slope of the rolling moment due to yawing at zero lift given by: AB) _ Aittconteyy 2B(ABYZcosh_,) * ABtEcosh a 1g eee yg FAT Brheo8N yy, 8 2, fanthesa 3 9.1where: Be 9.6) is the slope of the low-speed rolling moment due to yawing at zero lift, obtained from Figure 9.1 as a function of aspect ratio, sweep of the quarter- chord and taper ratio. ¢ is the wing lift coefficient. is the increment in C, due to dihedral, given by: 5 ac, 1. 4 TAsink. 1, >" Baise (rad (9.7) lh Tr ie the geometric dihedral angle, here in radians, positive for the wing tip above the plane of the root chord. is the increment in C, from Figure 9.2. r due to wing twist obtained ® is the wing twist between the root and tip sections in degrees, negative for washout and defined in = Figure 9.2. is the effect of symmetric flap deflection obtained from Figure 9.3. is the streamwise flap deflection in degrees. is the two-dimensional lift-effectiveness parameter a, obtained from Section 10.1. 6 The vertical tail contribution is found from: 2 4. 7 7 Be Cycosa +Zysina) (2,cosa ~ tystnadc, (9.8) Mius anaidic a ; where: fy and Z, are defined in Figure 7.18 and C, is found with the methods of Settion 7.1. Yay 9.3 Cy, Variation of Yawing Moment Coefficient with Yaw Rate This derivative can be estimated from: (9.9) The wing contribution can be found with: So C= SD G2 + HE, (9.10) a W where: ¢ Rr, ® can be found from Figure 9.4, ie as defined in Equation (3.1). can be found from Figure 9.5. Mach nunber effects on Cy, are usually important only insofar as they affect Cy. This quantity should therefore be evaluated from the drag polar at the correct Mach nunber. The vertical tail contribution follows from: 2 C= G2 (tycosa + Zysina)? cy (9.11) - By where: Zy and fy are defined in Figure 7.18 and Cy, is found from the av 7 ‘yey methods in Section 7.1.[ 2ous1039y woay paonposdey : T V‘OllvY Loadsv © Derivative C, Yawii Figure 9.1 Wis 9.4~d : et ee ca ie Reproduced from Reference 1 . SO ces a 4 |] X nas dno. | >4 | -012 g ac, @ . 9 | -.008 1 ZERO-LIFT LINE -.004. =e yy y rad-deg Ve Ae ROOT-SECTION 7 : 0 “NC TIP-SECTION l ZERO-LIFT LINE 4 I 4 a ) 7 0 2 4 6 8 10 ASPECT RATIO, A Ly Figure 9.2 Effect of Wing Twist on Wing Yawing Derivative 4 ~d . “4 9.5progu: prroqino By 49 Gy) tov za,

8 ECT RATIO, A -f-—4~ I elt (dee) 90 50 60 2: NOTE: & is the distance from the cx to the a4 Z is the wing mean aerodynamic chord, 9.8ae oe a ted ld ddd Oo oe 10. Longitudinal Control Derivatives: The derivative ¢, Note: in this section flaps and trailing edge controls will be assumed to be of the so-called 'plain' type. Figure 10.1 illustrates the meaning of this. All methods are based on Reference 1. Drag derivatives Gps, Cp,,, and Cpg, are not presented in this text. The reader is referred to References 1 and 4. Frequently these derivatives are negligible. 10.1 C,; , Variation of Lift Coefficient with Flap Deflection FE may be computed fror (0.1) is the lift-curve slope (at the appropriate Mach number) of the unflapped surface as obtained from Equation (3.8) or from Figure 3.3. is the section lift curve slope, corrected for Mach number, i.e.: aes, (0.2) mt is the zero Mach number section (or average section) lift curve slope of the airfoil of the wing or surface. where: is the ratio of three-dimensional flap-effectiveness parameter to the two-dimensional flap-ef fectiveness parameter. It is obtained from Figure 10.2 as a function of surface aspect ratio and the theoretical value of (a,) . The theoretical value of (a,) ae Sy is obtained from the inset figure on Figure 10.2.x is the flap span factor. It is obtained from Figure 10.3 following the instruction reflected in Figure 10.4. ¢ is the section variation of lift with control . deflection, Sp. This quantity may be computed from: ‘ ‘ Me, ) K (10.3) Sietacry ac cree Note: Equation (10.3) applies only to sealed gap plain control sur- = faces. Unsealed control surfaces will have reduced values of rg, depending on the gap size. For ‘conventional’ gaps the = effect is small. In Equation (10.3): «c,d is the theoretical flap-lift effectiveness 8 Theory obtained from Figure 10.5. is an empirical correction factor which can be obtained from Figure 10.6. x is an empirical correction factor which is im- portant only if large control deflections are being contemplated. This factor then yields a value of Cz, such that at large values of Sp the proper level of OC, due to Sp is predicted. If Cyg_ is to be computed for values of 6p < 12 degrees, K'=1 should be used. The factor K’ may be obtained from Figure 10.7 Note: If the trailing edge control chord to surface chord ratio, cg/e 1s not constant along the span of the flap or control surface then a spanwise weighted average value should be used. 10.2 Gag,» Variation of Pitching Moment Coefficient with Flap Deflection — Methods for computing this derivative are beyond the scope of this text. The reader is referred to Reference 1. = 10.2 ee eed| bd bd Ld bd oad ad ddd LG kg: | ) id Ld bd Ld Ld Ld 10.3 Cz, , Variation of Lift Coefficient with Stabilizer i) Incidence The derivative C, may be computed from: i a (ao.4) where C,, , the stabilizer lift curve slope is computed from Equation (3.8) or from Figure 3.3. Note: This method works well as long as the ratio of horizontal stabilizer span to local fuselage diameter is large, say by/dy > 4. In such cases, the lift carry-over effect across the fuselage makes the stabilizer act as if the fuselage were not there. 10.4 Cy, Variation of Pitching Moment Coefficient with Stabilizer H” Deflection The derivative Ca, may be computed from: (20.5) where C,, 1s found from Equation (3,8) or from Figure 3.3. The tail length, ty is the distance from the center of gravity to the stabilizer aerodynamic center location. Tabulated values for hori- zontal tail volume coefficients are presented in Table 5.1. 10.5 Cy, , Variation of Lift Coefficient with Elevator Deflection The derivative Cys, may be found from: = (20.6) 'F Eqn. (10.1) 10.310.6 Guy» Variation of Pitching Moment Coefficient with Elevator 'E Deflection The derivative Cas, can be computed from: 0.7) HO, ) Ty 'F Eqn. (10.1) where C, 4s found from Equation (10.6). z 10.4id ed Ld pod od dd i F Figure 10.1 Example of a Plain Flap Reproduced from Reference 1 | -8 °g 6 4 (#8) cL (**) og 0 - (es 18 5 Jeg ei EES cia 6 8 10 cele ‘a ~ | 3 | 12 3 = — 1.0 — 199 2 4 6 8 10 A Figure 10.2 Flap Chord Factor 10.5Reproduced from Reference 1 Instructions for Usi Figure 10Leelee) Reproduced from Reference 1 4 (2) theory (per rad) 3s is | SQ 2 | : | | aA : 0 ele Figure 10.5 Theoretical Lift Effectiveness of Plain Trailing-Edge Flaps Che € 85, theory (ak Fh Reproduced from Reference 1 cory - poste frm tetmeee 1 Coho |_| 0 i. 2 a “4 Ss cfc igure 10.6 Empirical Correction for Lift Effectiveness of Plain E 10.7ih 30 330 40 : 30 Reproduced from Reference 1 2 9 tt al 0 20 40 60 80 FLAP DEFLECTION, 5, (deg) Figure 10.7 Empirical Correction for Lift Effectiveness of Plain ‘Trailing-Edge Flaps at High Flap Deflections ro pe Pee os ese UP re rT rl PP CT et oes OUP oTLL. Lateral Control Derivatives, Cys. Crs , and Ong A Note: In this section, only aileron derivatives are discussed. For spoilers, the reader is referred to Reference 1. 11.1 Cy, , Variation of Sideforce Coefficient with Aileron Deflection This derivative is usually zero. 11.2 Cyy , Variation of Rolling Moment Coefficient with Aileron ‘A’ Deflection The derivative Cy may be computed with the following step-by- step procedure. A Step 1. Obtain the rolling-nonent effectiveness paraneter Cj, /« of two full-chord controls (c¢/c=1.0) antisynnetrically deflected, as a function of BA/« and Ag, from Figure 11.1. The parameter k is the ratio of the two-dimensional lift- curve slope at the appropriate Mach number to 21/8, i.e., (Cy,)y/(2n/8)- For wings with airfoil sections varying in a reasonably linear manner with span, the 1ift-curve slope of the section at the MAC of the flapped portion of the wing is adequate. The parameter Ag is the compressible sweep parameter, given as: -1 Ags tan (tan A, 4/8) Figure 11.1 gives directly the effectiveness parameter for control spans measured from the plane of symmetry outboard. For partial- span controls having the inboard edge of the control at spanwise station ny and the outboard edge at no, the effectiveness parameter is obtained as illustrated in Figure 11.2. Step 2. Determine the rolling effectiveness of two-full-chord con- trols antisynmetrically deflected b: Bch 2 6 oF a1.2) 6 Step 3. Determine the rolling effectiveness of the partial-chord controls (c¢/e # 1.0) of constant-percent-chord (cg/exconstant) antisymmetrically deflected by: = logic, 1.3) Gree 11Step 4. is obtained from Equation (11.2) and |ag| is the absolute value of the section lift effectiveness. ag is obtained from Equation (11.4) for the particular control under consideration. For antisymmetric control deflections the value of ag is based on the deflection of one surface. a1.4) where: Kt (1.5) ‘Theory °theory found from Figures 10.6 and 10.5 respectively and where Cy, is the average section lift curve slope over the aileron span of the wing. The effect of a differential control deflection is taken into account by considering Cy, of each control as one-half the antisymmetric value (Equation (11.3)) where |ag| is con- sidered separately for each control and based on its res- pective deflection, Then, the total rolling-moment co- efficient for differential-control deflection is obtained by: c. &, Cy = LOS) + CH) C8, - 6) (11.6) Pe ee nd where it should be kept in mind that a positive control de- flection is trailing edge down. Defining as 'the' aileron deflection: 1 85 it follows that: oa) a.7) (a1.8) 11.3 Cag,» Variation of Yaving Monent Coefficient with Atleron Deflection The derivative Cys may be computed from: 1S, G, =Ke, C, a.9) A 11.2 ree eT er er oer oORTOoORT ORT Pr eT FT FT =i4 id is found with the method of Section 11.2. a ¢, is the steady state lift coefficient for br OG =F is an empirical factor obtained from Figure 11.3. For ailerons which do not extend to the wing tip, Equation (11.9) is used to compute the difference in the yawing moments of two hypothetical ailerons, one extending from the inboard location of the actual aileron to the wing tip, and the other extending from the outboard location of the actual aileron to the wing tip. The difference in the yawing monents of these two hypothetical ailerons gives the yawing derivative of the actual aileron. Note is id 11.30 7 4 6 Ry To AILERON LATERAL COORDINATE, 5 7 Figure 11.1 Aileron Rolling Moment Parameter 11.4 FP eee UUme UlreOUlULmre rele lrar) ted eth fic ae iat) Reproduced 0 2 4 6 8 1.0 AILERON LATERAL COORDINATE, 5 =n Figure 11.1 (Continued) Aileron Rolling Moment Parameter() A= 1.0 Reproduced from Reference 1 AILERON LATERAL COORDINATE. <7 =n Figure 11.1 (Continued) Aileron Rolling Moment Parameter 11.6 rm ews Se, oe oe oes ee eS US Ue Ue lCU -_ne Ln iC Sa i I RST ARAN Ah | ee yt kd E: 4 ure LL, partiabspan fullehord contol at a Ny Reproduced from Reference 1 Instructions for Using Figure 11.1 Reproduced from Reference 1 Figure 11.3 Correlation Constant for Determining Yawing Moment due to Aileron Deflection 11.7— sn rar by 2 Reproduced from Reference 1 . Figure 11.3 (Continued) Correlation Constant for Determining Yawing Moment due to Aileron Deflection 1.812, Directional Control Derivatives, C, , 12.1 Gyg_, Variation of Sideforce Coefficient with Rudder 8R" deflection The derivative C, may be computed from: 8R (ay) a2.) L is the vertical tail lift curve slope, computed with the method of Section 7.1. is obtained from: Page 10.1 2 x is obtained from Figure 10.7 y is found from Figures 10.3 and 10.4. 12.2 Cy, , Variation of Rolling Moment Coefficient with Rudder R’ Deflection The derivative C, may be found from: R _zycosa ~ tysina ot (12.2) ©. is found from Section 12.1. Zy and 4, are defined in Figure 7.18. 12.3 Cag, Variation of Yawing Moment Coefficient with Rudder R_ Deflection The derivative Cys may be computed from: R tycosa + Zysina > ) (32.3) 12.1is found from Section 12.1 are defined in Figure 7.18. 12.2Hoak, D.E.; Ellison, D.E. et al; USAF Stability and Control Datcom; Flight Control Division; Air Force Flight Dynamics Laboratory, Wright Patterson Air Force Base, Ohio, 45433. Perkins, C.D. and Hage, R.E.; Airplane Performance, Stability and Control; John Wiley & Sons, Inc.; New York, 1949. Roskam, J.; Flight Dynamics of Rigid and Elastic Airplanes; Published by the author: 519 Boulder, Lawrence, Kansas 66044, 1971. Roskam, J.; Methods for Computing Drag Polars for Subsonic Air- planes; Published by the author: 519 Boulder, Lawrence, Kansas 66044, 1971. Toll, T.A. and Queijo, M.J.; Approximate Relations and Charts for Low Speed Stability Derivatives of Swept Wings; NACA Technical Note No. 1581; Langley, May 1948. Fisher, L.R.; Approximate Corrections for the Effects of Com pressibility on the Subsonic Stability Derivatives of Swept Wings; NACA Technical Note No. 1854; Langley, April 1949. Roskam, J.; Mulally, R. and Sapp, C.W.; Handbook for Estimating Roll Rate Stability Derivatives of Rigid Airplanes; CRES-FRL Report 68-006; The University of Kansas; 1968. 13.1