NASA

Reference
Publication
1207

1988

Derivation and Definition

of a Linear Aircraft Model

Eugene L. Duke,
Robert F. Antoniewicz,
and Keith D. Krambeer
Ames Research Center
Dryden Flight Research Facility
Edwards, California

National Aeronautics
and Space Administration

Scientific and Technical

Information Division
CONTENTS

SUMMARY

INTRODUCTION

SYMBOLS 2

Vectors .................................................. ,1

Matrices .................................................. d
5
S ubscripts .................................................
Superscript ................................................ 5

NONLINEAR SYSTEM EQUATIONS 5

1.1 Definition of Reference Systems .................................. 6

1.2 Nonlinear State Equations ..................................... ll

1.2.1 Rotational acceleration ................................... 11
1.2.2 Translational acceleration .................................. 1-1
1.2.3 Attitude rates ........................................ 15

1.2.4 Earth-relative velocity .................................... 16

1.3 Nonlinear Observation Equations ................................. 17
1.3.1 Accelerations ......................................... 1S
1.3.2 Air data parameters ..................................... 20
1.3.3 Flightpath-related parameters ............................... 20
1.3.4 Energy-related parameters ................................. 21
1.3.5 Force parameters ...................................... 21
1.3.6 Body axis rates and accelerations ............................. 21
1.3.7 Instruments displaced from the vehicle center of gravity ................. 21
1.3.8 Miscellaneous observation parameters ........................... 22

LINEAR SYSTEM EQUATIONS 22

2.1 Linearization of the State Equation ................................ 23
2.2 Linearization of the Observation Equation ............................ 24
2.3 Definition of Matrices in Linearized System Equations ..................... 26
2.4 Elements of the Linearized System Matrices ........................... 27

3 CONCLUDING REMARKS 30

APPENDIXES 31

A--AERODYNAMIC FORCES AND MOMENTS 31

B--DERIVATION OF THE WIND AXIS TRANSLATIONAL

PARAMETERS V, &, AND _ 35
B.1 Preliminary Definitions ...................................... 35
B.2 Derivation of I}" Equation ..................................... 35
B.3 Derivation of 5 Equation ..................................... 36
B..I Derivation of/) Equation ..................................... 37

iii
PRECEDING PAG_ RLANg N_ FILMED
C--GENERALIZED DERIVATIVES 39
C.1 Generalized Derivatives of the Time Derivatives of State Variables .............. 39
C.2 Generalized Derivatives of the Observation Variables ...................... ,'13

D--EVALUATION OF DERIVATIVES 49
D.1 Preliminary Evaluation ...................................... 49
D.I.1 Rolling moment derivatives ................................. 49
D.1.2 Pitching moment derivatives ................................ 50
D.1,3 Yawing moment derivatives ................................. 50
D.1.4 Drag force derivatives .................................... 51
D.1.5 Sideforce derivatives ..................................... 51
D.1.6 Lift force derivatives ..................................... 52 _
D.2 Evaluation of the Derivatives of the Time Derivatives
of the State Variables ........................................ 53
D.2.1 Roll acceleration derivatives ................................ 53
D.2.2 Pitch acceleration derivatives ................................ 5,'t
D.2.3 Yaw acceleration derivatives ................................ 55
D.2.4 Decoupled roll acceleration derivatives ........................... 56
D.2.5 Decoupled pitch acceleration derivatives .......................... 57
D.2.6 Decoupled yaw acceleration derivatives .......................... 57 1
D.2.7 Total vehicle acceleration derivatives ........................... 58 1
D.2.8 Angle-of-attack rate derivatives .............................. 59
D.2.9 Angle-of-sideslip rate derivatives .............................. 60
D.2.10 Roll attitude rate derivatives ................................ 62
D.2.11 Pitch attitude rate derivatives ............................... 62
D.2.12 IIeading rate derivatives .................................. 63
D.2.13 Altitude rate derivatives .................................. 64
D.2.14 North acceleration derivatives ............................... 65
D.2.15 East acceleration derivatives ................................ 65
D,3 Evaluation of the Derivatives of the Observation Variables ................... 66-
D.3.1 Longitudinal kinematic acceleration derivatives ...................... 66
D .3.2 Lateral kinematic acceleration derivatives ......................... 67 :
D.3.3 Z-body axis kinematic acceleration derivatives ...................... 68
D .3.4 x body axis accelerometer output derivatives ....................... 69
D.3.5 y body axis accelerometer output derivatives ....................... 69
D .3.6 z body axis accelerometer output derivatives ....................... 70
D.3.7 Normal accelerometer output derivatives ......................... 71
D .3.8 Derivatives of x body axis accelerometer output not at the vehicle center
of gravity ........................................... 72
D.3.9 Derivatives of y body axis accelerometer output not at vehicle center
of gravity ........................................... 72
D.3.10 Derivatives of z body axis accelerometer output not at vehicle center
of gravity ........................................... 73
D.3.11 Derivatives of normal accelerometer output not at vehicle center
of gravity ........................................... 74
D.3.12 Load factor derivatives ................................... 75
D.3.13 Speed of sound derivatives ................................. 76
D.3.14 Mach number derivatives .................................. 77

iV
 D.3.15 Reynolds number derivatives ................................ 77
D.3.16 Reynolds number per unit length derivatives ....................... 78
D.3.17 Dynamic pressure derivatives ................................ 79
D.3.18 hnpact pressure derivatives ................................. 80
D.3.19 Mach meter calibration ratio derivatives .......................... 81
D .3.20 Total temperature derivatives ............................... 82
D.3.21 Flightpath angle derivatives ................................ 82
D.3.22 Flightpath acceleration derivatives ............................. 83
D.3.23 Vertical acceleration derivatives .............................. 84
D.3.24 Specific energy derivatives ................................. 85
D.3.25 Specific power derivatives .................................. 86
D.3.26 Normal force derivatives .................................. 87
D.3.27 Axial force derivatives .................................... 87
D.3.28 x body axis rate derivatives ........................ . ......... 88
D.3.29 y body axis rate derivatives ................................. 89
D.3.30 z body axis rate derivatives ................................. 90
D.3.31 x body axis acceleration derivatives ............................ 90
D.3.32 y body axis acceleration derivatives ............................ 91
D.3.33 z body axis acceleration derivatives ............................ 92
D.3.34 Angle-of-attack sensor output derivatives ......................... 93
D.3.35 Angle-of-sideslip sensor output derivatives ........................ 93
D.3.36 Altimeter output derivatives ................................ 9-t
D.3.37 Altitude rate sensor output derivatives .......................... 95
D.3.38 Total angular momentum derivatives ........................... 96
D.3.39 Stability axis roll rate derivatives ............................. 97
D.3.40 Stability axis pitch rate derivatives ............................ 97
D.3.41 Stability axis yaw rate derivatives ............................. 98

REFERENCES 101

V
SUMMARY

This report documents the derivation and definition of a linear aircraft model for a rigid aircraft of constant
mass flying over a fiat, nonrotating earth. The derivation makes no assumptions of reference trajectory or
vehicle symmetry. The linear system equations are derived and evaluated along a general trajectory and
include both aircraft dynamics and observation variables.

INTRODUCTION

The need for linear models of aircraft for the analysis of vehicle dynamics and control law design is well
known. These models are widely used, not only for computer applications but also for quick approximations
and desk calculations. Whereas the use of these models is well understood and well documented, their
derivation is not. The lack of documentation and, occasionally, understanding of the derivation of linear
models is a hindrance to communication, training, and application.

This report details the development of the linear model of a rigid aircraft of consta_t mass, flying over a
fiat, nonrotating earth. This model consists of a state equation and an observation (or measurement) equa-
tion. The system equations 5ave been broadly formulated to accommodate a wide variety of applications.
The linear state equation is derived from the nonlinear six-degree-of-freedom equations of motion. The
linear observation equa.tion is derived from a collection of nonlinear equations representing state variables,
time derivatives of state variables, control inputs, and fiightpath, air data, and other parameters. The linear
model is developed about a nominal trajectory that is general.-

Whereas it is common to assume symmetric aerodynamics and mass distribution, or a straight and level
trajectory, or both (Clancy, 1975; Dommasch and others, 1967; Etkin, 1972; McRuer and others, 1973;
Northrop Aircraft, 1952; Thelander, 1965), these assumptions limit the generality of the linear model. The
prhlcipal contribution of this report is a solution of the general problem o/" deriving a linear model of a rigid
aircraft without making these simplifying assumptions. By defining the initial conditions (of the nominal
trajectory) for straight and level flight and setting the asymmetric aerodynamic and inertia terms to zero,
one can easily obtain the more traditional linear models from the linear model derived in this report.

Another significant contribution of this report is the derivation and definition of a linear observation
(measurement) model. The observation model is often entirely neglected in standard texts. A thorough
treatment of common aircraft measurements is presented by Gainer and tIoffman (1972), and Gracey (1980)
provides a detailed discussion of speed and altitude measurements, llowever, neither of these references
present linear models of these measurements. This report reIies heavily on these two references and uses their
results as one of the bases for the nonlinear measurement equations from which the linear measurement
mode[ is derived. Also included in this report is a large number of other measurements or variables for
observation that have been found to be useful in vehicle analysis and control law design.

Duke and others (1987) describe a FORTRAN program called LINEAR tha.t derives a linear aircraft
model by numerical differencing (Dieudonne, 1978). The program LINEAR produces a linear aircraft model
(1ooth state and observation matrices) that is equivalent to the linear models defined in this report.

This report is divided into two main sections that define the reference systems and nonlinear state and
observation equations (section 1) and derive a linear model presented in the appendixes (section 2). The
appendixes contain a definition of tl_e linear aerody2mmic model used in this report (app. A), a derivation
of the wind axis translational acceleration parameters (app. B), generalized Iinear derivatives of the non-
linear state and observation equations (app. C), and the individual derivatives of the state and observation
equations (app. D). The details of the principal results of this report are preseuted in appendix D.
 SYMBOLS

A total aerodynamic axial force, lb

a speed of sound, ft/sec
normal accelerometer output, g

Hn,i output of normal accelerometer not at vehicle center of gravity, g

(Ix output of accelerometer aligned with vehicle body z axis, g
(lx,i output of accelerometer aligned with body z axis, not at vehicle center of gravity, g
a_-,k kinematic acceleration in vehicle body x axis, g

(19 output of accelerometer aligned with vehicle body y axis, g

ay,i output of accelerometer aligned with body y axis, not at vehicle center of gravity, g
ay,k kinematic acceleration in the vehicle body y axis, g
az output of accelerometer Migned with vehicle body z axis, g
(I z,i output of accelerometer aligned with body z axis, not at vehicle center of gravity, g
(lz,k kinematic acceleration in vehicle body z axis, g
b reference span, ft
C_ generalized force or moment coefficient
derivative of generalized force or moment coefficient with respect to arbitrary variable x
reference aerodynamic chord, ft
D total aerodynamic drag, lb
D:c
Dy L-L
D_ ly - Ix
E_ specific energy, ft
F arbitrary force or moment
i
fpa flightpath acceleration, g
7
g acceleration due to gravity, ft/sec 2
go acceleration due to gravity at sea level, ft/sec 2
h altitude, ft
h,i altitude measurement not at vehicle center of gravity, ft
[ inertia tensor
moment of inertia about z body axis, slug-ft 2
product of inertia in x-y body axis plane, slug-ft 2
product of inertia in z-z body axis plane, slug-ft 2
moment of inertia about y body axis, slug-ft 2
product of inertia in y-z body axis plane, slug-ft 2
moment of inertia about z body axis, slug-ft 2
I1
I2

I4 .rx:,-:L
I5 [fl .. + 1 :#xz
[6 :xI , -
L total moment about x body axis, fl-lb; or, total aerodynamic lift, Ib
e unit length, ft
M total moment about y body axis, ft-lb; or, Mach number

- 2
 vehicle mass, slugs
N total moment about z body axis, ft-lb; or, total aerodynamic normal force, lb
75 load factor
specific power, ft/sec
P roll rate (about x body axis), rad/sec
static or free-stream pressure, lb/ft 2
ps stability axis roll rate, rad/sec
pt total pressure, lb/ft 2
q pitch rate (about y body axis), rad/sec
dynamic pressure, lb/ff 2
qc impact pressure, lb/ff 2
qc/Pa Mach meter calibration ratio
qs stability axis pitch rate, rad/sec
Re Reynolds number
Re r Reynolds number per unit length, ft -1
F yaw rate (about z body axis), rad/sec
rs stability axis yaw rate, rad/sec
S surface area of wing, ft 2
T total angular momentum; or, ambient or fi'ee-stream temperature, R
Tt total temperature, R
t time
u velocity along x body axis, ft/sec
V vehicle velocity, ft/sec
v velocity along y body axis, ft/sec
ll7 velocity Mong z body axis, ft/sec
X. total aerodynamic force along x body axis, lb
total gravitational force along x body axis, lb
XT total thrust force along x body axis, lb
x vehicle position along x earth axis, ft
Y total aerodynamic sideforce, lb
total aerodynamic force along y body axis, lb
total gravitational force along y body axis, lb
total thrust force along y body axis, lb
Y vehicle position along y earth axis, ft
total aerodynamic force along z body axis, Ib
total gravitational force along z body axis, lb
ZT total thrust force along z body axis, lb
z vehicle position along z earth axis, ft
angle of attack, rad
angle-of-attack measurement not at vehicle center of gravity, rad
angle of sideslip, rad
angle-of-sideslip measurement not at vehicle center of gravity, rad
7 flightpath angle, rad
5i ith control surface deflection
0 pitch angle, rad
tt coefficient of viscosity, lb/ft-sec
P density of air, lb/ft 3
0 arbitrary function
 bank angle, rad
heading angle, tad

Vectors

a body axis acceleration vector

E attitude vector of Euler angles
F total force vector
f state vector function
g observation vector function
H total angular momentum vector
h sum of higher order terms in Taylor series
M total moment vector
R position vector in earth axis system
U input or control vector
V vehicle velocity vector
X state vector
Y observation vector
_u perturbation of control vector
_x perturbation of state vector
perturbation of time derivative of state vector
fl rotational velocity vector

Matrices

A state matrix of the generalized state equation, C'k = Ax + Bu

A' state matrix of the state equation, :_ = A'x + B'u
B control matrix of the generalized state equation, C'_ = Ax + Bu
B' control matrix of the state equation, _ = A'x + B'u
C system matrix of the generalized state equation, Ck = Ax + Bu
F feedforward matrix of the generalized observation equation, y = Hx + G_ + Fu
FI feedforward matrix of the observation equation, y = H_x + 17_u
G derivative observation matrix of the generalized observation equation, y = Hx + G_ + Fu
// observation matrix of the generalized observation equation, y = Hx + G_ + Fu
H/ observation matrix of the observation equation, y = H_x + F'u
I intertia tensor
j, scaling matrix for inertia tensor
LBv transformation matrix from earth to body axes
R transformation matrix from earth to body axes
T angular velocity matrix in the generalized state equation, T::: = fix(t), :k(t), u(t)]
0nX?_ n x m matrix of 0 values
lnxTn an n x m matrix with values of 1 on the diagonal

4
Subscripts

aerodynamic; or static or, free stream

b body axis system
D drag
g gravitation al
h displacement of altitude instrument
displacement of altitude rate instrument
,i not at vehicle center of gravity
,k kinematic
L lift
rolling moment
pitching moment
n yawing moment
n orthogonal
P power plant induced
S stability axis; or, specific
T thrust
t total
V vehicle-carried vertical axis system
'W wind reference axis system
X displacement in x body axis
xy x--y body axis plane
XZ x-z body axis plane
Y sideforce
Y displacement in y body axis
yz y-z body axis plane
Z displacement in the z body axis
0 at sea level, standard day conditions; or, nominal conditions

Superscript

T transpose

1 NONLINEAR SYSTEM EQUATIONS

The motion of an aircraft as a rigid body can be described by a set of six nonlinear simultaneous second-
order differential equations. These equations, representing the translational and rotational motion of the
vehicle, call be formulated in tile notation of Kwakernaak and Sivan (1972) and Dieudonne (1978) as a
time-invariant system expressed as
= r[x(t), u(t)] (1-i)
where x(t) is the 12-dimensional time-varying state vector (t being time), _(t) is the derivative of x(t) with
_respect to time, u(t) is the k-dimensional time-varying input or control vector, and f is a 12-dimensional
nonlinear function expressing the six-degree-of-freedom rigid body equations.

Measurements of the vehicle state can be represented by the observation equation

y(t) = g[x(t), u(t)] (1-2)

wherey(t) is an e-dimensionaltime-varyingobservationvector and g is an C-dimensional nonlinearflmc-
tion expressingthe relationshipof the true vehiclestateand control vectors to the observed parameters.
Typically, the function g characterizes the dynamics and location of the sensors.

For the aircraft analysis and design problem, both the nonlinear and linear system equations are formu-
lated more broadly than just described (Edwards, 1976; Maine and Iliff, 1980, 1986). The nonlinear system
equations include _(t) terms in both the state and observation functions. In fact, in the most extended
form the state equation is expressed in terms of transformed variables (discussed in section 1.2.1). These
generalized equations form the basis of the analysis in this report. The generalized system equations are

T;c(t) = f[x(t), :k(t), u(t)] (1-3)

y(t) = g[x(t), _(t), u(l)]

where T is a constant 12 x 12 angular velocity matrix.

1.1 Definition of Reference Systems

While numerous reference systems are used in aerospace applications, this report is lilnited to four reference
systems: the body, the wind, the vehicle-carried vertical, and the topodetic reference systems. The stability
axes are also defined even though this reference system is used only to define the stability axis rotational
rates (section 1.3.8).

Within this report the translational equations are referenced to the wind axes, and the rotational
equations are referenced to the body axes. Measurement equations are primarily referenced to the body -
axes when the use of a reference system is needed. The use of this mixed axis system definition in both
the nonlinear and linear models is related to the measurability and meaningfulness of quantities. Because
the aerodynamic forces act in the wind axes, this reference system is used for the translational equations. =
For instance, angle of attack, velocity, and angle of sideslip are either directly measurable or closely related
to directly measurable quantities, while the body axis velocities (u, v, and w in the x, y, and z directions,
respectively) are not. The body axis rotational rates are measured by sensors fixed in the body axes; wind
axis rates can be derived only from these quantities through axis transformations.

The first reference system to be described is the topodetic reference system, also called the earth-fixed
reference frame (Etkin, 1972), the earth axes (Thelander, 1965), and the Eulerian axes (Northrop Aircraft,
1952). The topodetic reference frame is considered fixed in space (and hence, inertial) with the orientation
of the axes as shown in figure 1; the x axis is directed north, the y axis cast, and the z axis down. The
vehicle position (x and y) and altitude (h) are measured from the origin of this reference systeln.

The vehicle-carried vertical axis system (fig. 2; Etkin, 1972) has its origin at the center of gravity of the
vehicle. The Xv axis is directed north, the yv axis east, and the z_ axis down. This axis system is obtained
by a translation of the topodetic axis system to the vehicle center of gravity. The attitude of the aircraft
(heading, pitch, and bank angles , 0, and , respectively) is described in terms of the orientation of the
aircraft body axes with respect to the vehicle-carried vertical axes.

The origin of the body axis system (fig. 3) is the vehicle center of gravity. The x axis is directed toward
the nose of the aircraft, the y axis toward the right wing, and the z axis toward the bottom of the aircraft.
The specific orientation of the actual body axes relative to the vehicle body is somewhat arbitrary. For =
symmetrical aircraft, the x and z axes are in the plane of symmetry; for asymmetrical aircraft, these axes
are located in a plane approximating what would be the plane of symmetry. The positive direction for the
body axis rates (roll, pitch, and yaw rates, p, q, and r, respectively), the body axis velocities (u, v, and w),
and the body axis moments (L, M, and N about the x, y, and z axes, respectively) are shown in figure 3.
 (East)

(North) xv

fyv
(North)

z v (Down)

(East)

.,_Y

I
(North) x 4

_._ y (Easl)

z
/
(Down)
z
(Down)
7256 7257

Figure 1. Topodetie axis system. Figure 2. Relationship between topode-

tic and vehicle.carried vertical axis sys-
tems.

_'Xb _____

L,p

N,r t

w 725_

Figure 3. Body axis system.

- 7
 The relationshipbetweenthe vehicle-carriedvertical and body axesis shownin figure 4. The Euler
angles(_5,0, and _) define the orientation of the body axes with respect to the vehicle-carried vertical
axes. The rotations required to transform the vehicle-carried vertical axes to the body axes are shown in
figure .5. The heading angle g, is a rotation about the z vehicle-carried vertical axis into a new axis system
(designated (xl, 9_, Zl) in fig. 5); the pitch attitude 8 is a rotation about the y] axis into the (z2, 92, z2)
axes system; the roll attitude _5 is a rotation about the 92 axis into the body axes.

x 2, x b

Yv
\

_Yl' Y2

--
XV_

// - "--'_ Yb

z2
Zv' :'1
7259

Figure 4. Relationship between vehicle-carried vertical and body axis systems.

These rotalions are described by

COS_ --sint_, 0 7

L_ = sin _
0
cos 7,
0
0
1 J (1-.5)

Lo = 0 1 0 (1-6)
-sinO 0 cosO

L =
[,0 01
0
0
cos
sin
-sin
cos
(l-r)

and the total rotation is described by

cos 0 cos g' cos 0 sin C' -sinO

sin sin Ocos sin _5sin 0 sin , sin d cos 0
LBv = LvLeL_ = - cos g5sin + cos _5cos V;' (1-8)
cos _ sin 0 cos _5 cos _5sin 0 sin g, sin 0 cos 0
+ sin _5sin _' - sin _ cos _,
 Xv

x1
,
/
/
/
/
/
/
/
/
/
/
/
I
/

xI
/
/
./
/ z2 #
/
/ _., /
(Zv) '.. Yv \ /
\ /
",, /
\ / x2 ' x b
\\ /
\ /

\ /

\N\ .///
Z v' Z1

"_" Yl

7260 7261

(a) Rotation through %5 about zv axis. (b) Rotation through 8 about Yl axis.

Yl' Y2

Yb
#
/
/
/
/
/
/
/
/
/
/
/

l
/
/
/
b z2

(x2, Xb) "--.. +.]

7262

(c) Rotation through about Xb axis.

Figure 5. Rotation of axes through Euler angles.

 Because LBV is a unitary matrix, the transformation from the body axes to the vehicle-carried vertical
axes is LTv .

The relationships between the body, wind, and stability axes are shown in figure 6. All three axis
systems have their orig}n at the center of gravity of the aircraft. The x axis in the wind reference system
(xw) is aligned with the velocity vector of the aircraft. The angle of sideslip fl and angle of attack o_ define
the orientation of the wind axes with respect to the body axes. (The stability axes are shown in figure 6
also. This reference system is displaced from the wind axis system by a rotation fl and from the body axis
system by a rotation -c_.)

yw. _

I _ 5" _2 /\ I
z_, z. / -_...j" \ I . .
I _ w/- '_ _.'r'::_ \ v,'-v COS/)

s // zk \ i "_._<1

"-- . ,,11 _ xs =

_ vi_ _-v sin/3

x W
7253

Figure 6. Relationship of body, stability, and wind a_es.

Also shown in figure 6 are the components of the velocity vector V in the body axes (u, v, and w) -
and the definition of positive rotations for a and ft. It should be noted that fl is a positive rotation in a
left-handed coordinate system, whereas the positive sense of all other rotations used in aircraft analysis are
positive in a right-handed coordinate system.

The definitions of the body axis velocities (fig. 6) are

u = V cos c_cos _ (1-9)

v = Vsinfl (1-10)
w = Vsinacos/3 (1-11)

The total velocity V, angle of attack a, and angle of sideslip fl can be expressed in terms of these body axis
velocities as

v = [vl = (u2 + v + w2) 1/2 (1-12)

ct = tan -1 w (1-13)
It

v
/_ = sin -1 _- (1-14)

10
 1.2 Nonlinear State Equations

For the aircraft problem, the state vector x is 12 x 1 vector composed of four 3 1 subvectors represenling the
vehicle rotational velocity, the vehicle translational velocity', tile vehicle attitude, and the vehic]e location:

X = [X T XT X T xT] T (1-15)

\vhere

X 1 = [p q T] T (1-16)
(1-17)

xa = [ e (1-18)
x4 = [h x y]W (1-19)

with xl, x2, xa, and x4 being the rotational velocity, translational velocity, attitude, and position subvectors,
respectively. The vehicle rotational and translational velocity are defined within the aircragt-fixed axis
systems. In the formulation of the state used in this report, the vehicle rotations are body axis rates, whereas
the vehicle velocity terms are stability axis parameters. The vehicle attitude and location parameters are
earth relative.

The vector function f, relating the state vector its time derivative, and the control vector to the time
derivative of the state vector with respect to time, is a 12-dimensional vector function composed of four
3-dilnensional vector subfunctions:

f[x(t), _(t), u(t)] = [fT fT fat f TIT (1-20)

where t"1, f2, fa, and t".4are the vector functions that relate the x(t), _(t), and u(t) vectors to the rotational
acceleration, translational acceleration, attitude rate, and earth-relative velocity subvectors of _(t). In the
following sections, each of these subfunctions will be developed separately. The details of the derivation
of these subfunctions can be found in any of the standard references on aircraft dynamics (Etkin, 1972;
McRuer and others, 1973; Thelander, 1965).

1.2.1 Rotational acceleration.--The subfunction fl of f from which the rotational acceleration

terms in the 5 vector are derived is based on the moment equation

dH (1-21)
M= dt

where M is the total moment on the vehicle and H is the total angular momentum of the vehicle. This
expression can be expanded to

M = _t ([Ft)+ a X (Ia) (1-22)

where 5/5t is the time derivative operator in a moving reference fl'ame (such as the vehicle body' axis system)
and the substitution
H = If/ (1-23)
1
has been used to replace the total angular momentum term with the product of the inertia tensor I and
the rotational velocity vector Ft. (The inertia tensor is assumed to be constant with time.) The definition
of the terms in equation (1-22) follow:

M= _M = M + kiT (1-24)

11
 with L, M, and N being the aerodynamic total moments about the x, y, and z body axes, respectively, and
LT, A[T, and NT the sums of all power-plant-induced moments;

where I_., Iy, and Iz are the moments of inertia about the x, y, and z body axes, respectively, and Ixy, l_z, }
and Iyz are the products of inertia in the z-y, x-z, and y-z body axis planes, respectively; and

f_ = Xl = [p q r] T (1-26) :

where p, q, and r are the rotational rates about the x, y, and z body axes, respectively. Because it is
assumed that the inertia tensor is a constant with respect to time, equation (1-22) can be rewritten as

5
--f_ =/-_(M - ft x If_) (1-27)
bt

This is the vector subfunction for the rotational acceleration. Designating this subfunction as t"1, the
following definition applies:

f,[x(t),_(t), u(t)]- I-I[M- flx (/ft)] (1-28)

where

5
_-/a = fi[x(t),,(t), u(t)] (1-29)

5_a = [/5 O ]T (1-30)

Since the inverse of the inertia tensor 1-1 is given by

i_1_ 1 I2 /4 /5
(1-31)
detI 5/3 [_ /-6
/5 /31

where

det I = ]xIyIz - IxI_z - IzI2_u- (1-32)

(1-33)
h = L.ylz + Iyzzxz (1-3_l)
5 = Ixyt_z + i_I_z (1-35)

(1-36)
i5 = IxT_z + 1_&_ (1-37)
I6 = IxIy- I_y (1-3s)

12
tile expression for the rotational accelerations can be expanded as a set of scalar equations:

/')- det1 [[_LI1 Jr _I[2 Jr _J13 - p2(fxzI2 - Ixyf3) -ac?Qq(fxz[1 - Iyz[2 - Dzf3)

- pr(IxJt Jr Dyh - Iuzh) Jr q2(IuzI1 - IzuI3) - qr(Dx[1 - IzyI2 Jr Ixzh)

- r2(I zI1 - (1-39)
1
0 - det i [2Lh + _l"_Ih + _]-hr/s - p2(Ixzh - IzuIs) + pq(IxzI2 - Iy.L_ - Dds)
- pr(Ixvh + D_h - IyzIs) + q2(Iyzh - L:vIs) - qr(D_:h - I_I4 + ISa)
- - I...h)] (1-40)

1 [_,L[3 Jr NMI5 4- _NI6 - p_iI_z[5 - [xy[6) 4- Pq([_d3 - [y:[5 - Dz[6)

det I
- pr(I_J3 + DyI5 - IyzI6) + q2(Iyz[3 - Ixu[6) - qr(Dx[3 - [_y[5 + [zz[6)
(1-,11)

where

D_ = Iz- I_ (1-42)

Dy = I_- 1_ (1-43)

D_ = Iy-I_ (1-14)

Equation (1-3) defines the generalized nonlinear state equations a.s

T*(t) = f[x(t), :k(t), u(t)]

This equation, although more compficated than the nonlinear equations defined by equation (1-1), allows for
a more tractable formulation of the state equation by using the matrix T to provide a means of addressing
the rotational accelerations in a deconpled axis system.

The derivation of the rotational acceleration terms is based on the moment equation (1-22):

M = 6_(If_)+ f_ x

Rearranging terms and assuming that the inertia tensor is constant with respect to time, the equation can
be written as t"

I_2 = M - Z x If_ (1-45)

The rows of this vector equation are now scaled using the following scaling matrix:

o o
J' = 0 1/[y 0 (1-46)
0 0 1/Zz

This matrix, when premultiplying equation (1-27), merely divides the first row by the roll inertia Ix, the
second row by the pitch inertia. Iv, and the third row by the yaw inertia I_. Using the definition

J = J'I (1-17)

13
the resultingequationis
J_f_ = J'M - J'(f_ x I_) (1-48)

and J can be written as

J = - Ixy/I_ 1.0 zyz/ _ (1-49)

1.o -- I_JG - I,:z/Ix ]
GzlI_ gzl& 1.0

Equation (1-48) can be expanded and expressed as

[] p'
q'
,:'
-
1.0
G,,/g
- G:IIz
. - [xylI_
1.o
- S_zlg
- &z/Ix
- gzlg
1.o ][] D

=[ _L/f_
_M/Iy
_N/I_
- rp[_y/G
- rpG/Iy
+ qpG/I_
+ pqI_z/I_
+ rqGy/Iy
- qrI_/I_
+ rqly/I_
- pqly_/I_
+ prly_/I_
+ (q2 _ r2)lyz/ir
+ (r 2 - p2)G_/Iy
+ (p2 _ q2)[_y/&
_ qrI_/I_
+ prI_/I_
_ pqIy/fz
(1-5o)

where lY, _', and ' are the decoupled rotational accelerations of the vehicle.

Using the definition of J in equation (1-49), the matrix transformation T can be defined as

J 033
06x6

03x3 13x3
r
(141)
06X6 16X6

which would be an identity matrix except for the presence of the inertia terms in the upper left-hand corner.
Thus, the vector subfunctions for the generalized state equation defining vehicle translational acceleration,
vehicle attitude rates, and earth-relative velocities are the same as those defined for the standard nonlinear
state equations in sections 1.2.2, 1.2.3, and 1.2.4, respectively.

1.2.2 Translational acceleratlon.--Derivation of the translational acceleration vector subfunction

f2 is based on the force equation
J

F = -_t (mY) (1-52)

where F is the total force acting on the vehicle and m is the vehicle mass. Tlfis expression can be expanded to

F=m (_V
_ +a x V) (1-.53)

with the assumption of constant mass with respect to time and the following definitions of F and V:

F = [:SX XY SZ] T (1-5d)

where EX, EY, and EZ are the sums of the aerodynamic, thrust, and gravitational forces in the x, y, and
z body axes, respectively, and
V = [/',t v wl T (1-55)

ILl
 Rearranging the terms of equation (1-52) gives an expression for the translational acceleration:

iv = IF- flx v (1-5G)

_t m

This equation expresses body axis accelerations in terms of body axis forces, angular rates, and velocities.
IIowever, the desired form of this relation requires the translational accelerations in the wind axis system;
that is, in terms of the magnitude of the total vehicle velocity V, angle of attack a, and angle of sideslip fl,
which are expressed by equations (1-9) to (1-11)

u = Vcosacos/3
v = V sin/3
w = Vsin&cosfl

and equations (1-12) to (1-14)

v = IVl= (_=+ _=+ w2) 1/2

The wind axis translational acceleration terms (derived in app. B) are summarized as:

[f,-,s 3]T = r_[x(O,_(t), u(t)] (1-57)

where

_) = 1[ _ D cos/3 + Y sin/3 + XT cos a cos/3 + YT sin/3 + ZT sin a cos

-- rag(cos a cos/3 sin 0 - sin/3 sin cos 0 -- sin a cos/3 cos cos 0)1 (1-,5s)
1
_1. __

Vra cos _-[- L + ZT cos c_ -- XT sin a + rag(cos & cos cos 0 + sin a sin 0)]

+ q - tan/3 (p cos a + r sin a) (1-59)

1
) = ,--_-[D sin _q + Y cos _3 - XT cos a sin 3 + Yr cos fl - ZT sin a
sin 3
+ rag(cos a sin/3 sin 0 + cos _ sin cos 0 - sin a, sin _qcos cos 0)] + p sin a - r cos a (1-60)

with D being total aerodynamic drag; Y total aerodynamic sideforce; and XT, ]_, and ZT total thrust
force along the x, y, and z body axes, respectively.

1.2.3 Attitude rates.--The matrix R that transforms angular velocities in the earth-fixed axis system
into body axis angular velocities is defined by

R =
[1 0
0
cos
-sine
sin cos 0
coscos0
1 (1-6.1)

15
 whereR is derived by Maine and Iliff (1986) from the total angular velocity of the aircraft expressed in
terms of the derivatives with respect to time of the Euler angles (, t), ):

=
I!] 0][!]
+
[100][ooso0-:01
[i]
cos
-sincos
sine + 0 cos
O-sincos
sine
sin0 0 cos0 J

=
0 l[i]
cos sin0cos0
0 - sin cos cos 0 _}
(1-62)

This transformation from earth-fixed to body axes can be expressed by the equation

_= _(dE) (1-63)
where E is an attitude vector whose components are the Euler angles:

= [(_ 0 _)]T (1-64)

Premultiplying both sides of equation (1-63) by R -1 and rearranging terms yields the equation for the
attitude rates,
_eE
dt = R-_fi (1-65)

which can be expanded into the scalar equations

= p+qsinCtan0+rcosCtan0 (1-66)

= qcos- rsin (1-67)

= qsinCsec0 + rcosCsecO (1-68)

1.2.4 Earth-relatlve veloclty.--The matrix LBV that transforms earth axis system vectors into the
body axis system is defined by equation (1-8) as

LBV =
Icos
s n 01[cos0
sine
0
0s,n01[
0 0]
cos
0
0
1
0
-sinO
1
0
0
cosO
0
0
cos
sine
-sin
cos

= sin sin 0 cos _ - cos sin sin sin 0 sin _/, + cos cos sin cos 0
cos 0 cos _ cos 0 sin _b - sin 0
cos sin 0 cos + sin sin cos sin 0 sin - sin cos cost cos 0
E

The specific relationship between earth-relative velocities and body axis velocities is expressed by

(1-69)

where R is the earth axis system vector defining the location of the vehicle:

1% = [x y z] T (1-70)

16
with z = -h.

The equation for the earth-relative velocity can be formulated as

dR= LB_V (1-71)

dt

in which these velocities are expressed in terms of body axis velocities. Using equation (1-72) and the
definitions of the body a_s velocities in equations (1-12) to (1-14) allows the earth-relative velocities to be
expressed in terms of V, a, and/3:

J_ = V(cos a cos/3 sin 0 - sin/3 sin cos 0 - sin _ cos/3 cos cos 0) (1-72)

= V[ cos a cos/3 cos 0 cos _b + sin fl(sin sin 0 cos - cos sin )
+ sin a cos/3(cos sin 0 cos + sin sin 4)] (1-73)

= V[ cos a cos/3 cos 0 sin + sin/3(cos cos + sin sin 0 sin )

+ sin a cos/3(cos sin 0 sin - sin cos _/,)] (1-7d)

1.3 Nonlinear Observation Equations

No standard set of observation variables exists for the aircraft analysis and control design problem. IIowever,
for any guidance and control problem, the main observation variables generally will be a subset of the state
variables. Other common observation variables are the vehicle body axis translational accelerations and
air data parameters. Thus, the dimension of g[x(t), zk(t), u(t)] is not fixed and varies from application to
application. The set of observation variables described in this section was selected to address a wide range
of problems. The basic composition of the observation vector y as used in this report is given by

Y = [x T _T u T y,T]T (1-75)
where x and :k are the state vector and time derivative of the state vector described previously, u is the
control vector, and y_ is defined by

y/__ [y_T y_T y_T y_T YV y_T y_T y_TIT (1-76)

where

y_ = [ax,k ay,k az,k ax av az an ax,i ay,i az,i an,i n]T (1-77)

y_ = [a M Re Re' 77 qc q/P_ P_, Pt T Tt] T (1-78)

Y; = [7 fpa _]T (1-79)

y_ = [E_ p_]T (1-80)

y_ = [L D N A] T (l-S1)

Y6t = [l/ V W /t ?) _b] T (l-S2)

y_ = [a,i /3,i h,,i h,i] T (1-83)

Y8' = [T P_ % r_]T (1-84)

17
with the elementsof y_ beingtermsrelatedto the vehiclebody axisacceleration,the elementsof y_ being
air dataterms,the elementsof y_ beingflightpath-relatedterms,the elementsof y_ beingtermsrelatedto
vehicleenergy,y_ beinga vehicleforcevector,the elementsof y_ beingbody axistranslationalratesandthe
time derivativesof thoseterms,y_ beinga vectorof variablesrepresentingmeasurements frominstruments
not locatedat the vehiclecenterof gravity,andthe elementsof y_ beinga collectionof miscellaneousterms.
Obviously,this groupingof termsis somewhatarbitrary andis doneprimarily to easethe definitionof these
termsin the followingsectionsof this report. This groupingof observationvariablesparallelsthat usedby
Dukeandothers(1987).
The vectorfunction g relating the statevector,the time derivativeof the statevector,and the control
vectorto the observationvectoris an _-dimensionaI functioncomposedof four subfunctions:
g[x(t),Sc(t),u(t)]= IxT _:T uT g,T] (1-85)
wherex, _, and u areidentity functionson the statevector,time derivativeof the statevector,andcontrol
vector,respectively,andg_is composedof vector subfnnctionsdefiningthe y_ vector.
The state vector, time derivativeof state vector, and control vector components of the observation
vector are not discussed in detail in this section of the report. The equations for the elements of the time
derivative of the state vector were developed in section 1.1. The observation equations for the state and
control variables are simply identities. The equations for the remaining observation variables are obtained
from a variety of sources. In addition to the previously cited sources, Clancy (1975), Dommasch and
others (1967), Gainer and IIoffman (1972), and Gracey (1980) provide the background and derivation of
tile observation equations used in this report.

1.3.1 Accelerations.--The vehicle body axis accelerations and accelerometer outputs constitute the
set of observation variables that, after the state variables themselves, are most important in the aircraft
control analysis and design problem. These accelerations and accelerometer outputs are measured in units
of g and are derived directly from the body axis forces defined in section 1.2.2. The body axis acceleration
vector a can be expressed as

dr=
a = dt V + _2 x V (1-86)
It is important to note here that the _, 73, and _b body axis velocity rates, derived in appendix 13 and
defined by equation (B-l), are not the body axis accelerations. The body axis accelerations contain not
only the body axis velocity rates but also the rotational velocity and translational velocity cross-product
terms. Thus, expanding equation (1-86) yields

a = ay,k i_ + ru - pw (1-87)
iz + qw- rv ]
az,k go + pv - qu

where ax,k, ay,k , and az,k are the kinematic accelerations in the vehicle body x, y, and z axes, respectively.
Using

= + + + - (1-88)
(v (1/m)(ZT + Za + Zg) + qu - pv

(stated as eq. (B-l) in app. B), equation (1-87) can be rewritten as

%,k = (1/m)(Yw + Y_ + Yg) (1-89)

(l/m)(zs +& +

18
whereX_, Y_, and Z_ are total aerodynamic forces and Xg, ]_, and Zg are total gravitational forces along
the x, y, and z body axes, respectively. This can be expanded in terms of the gravitational and aerodynamic
forces to give (in units of g)

_ - YT+Y+gmsincosO (1-90)
a y,k gore
az,k aT -- D sin c_ - L cos a +gm cos cos 0

where go is the acceleration due to gravity at sea level.

The outputs of body axis accelerometers at the vehicle center of gravity are simply the body axis
accelerations due to the thrust and aerodynamic forces. The accelerometer output equations can be written
directly from equation (1-90) as

iax
]a 1[xTcoo+Lsin
az
+Y gom ZT -- D sin a - L cos a
(1-91)

where ax, ay, and az are the outputs of accelerometers at the vehicle center of gravity and aligned with the
vehicle body x, y, and z axes, respectively. Because the normal acceleration an is defined by

an = -az (1-92)

an expression for this variable can be extracted from equation (1-91):

a,, = (--ZT + Dsina + Lcosa)/gom (1-9a)

The equations defining the output of accelerometers aligned with the vehicle body axes but displaced
from the vehicle center of gravity are derived by Gainer and IIoffman (1972) using the definition of inertial
acceleration given in equation (1-86)

a= _-V+fl x V
and the definition of inertial velocity
5
V = _r+ fl x r (1-94)

The results from Gainer and IIoffman (1972) are reproduced here without rederivation:

au,i = ay + [(pq + i')Xy - (p2 + r2)yy _ (qr - p)zy]/9o (1-95)

az, az + [(pT- O)x + + )Yz - (q2+
where a_.i, ay,i, and az,i are outputs at accelerometers aligned with the x, y, and z body axes but not located
at the vehicle center of gravity; the subscripts x, y, and z refer to the x, y, and z body axes, respectively;
and the symbols x, y, and z refer to the x, y, and z body axis locations of the sensors relative to the vehicle
center of gravity. Because the normal acceleration is the negative of the z body axis accelerometer, the
output of a normal accelerometer not at the vehicle center of gravity but aligned with the z body axis, an,i,
is given by
an,i = an - [(pr - gt)xz + (qr + P)Yz - (q2 + p2)Zz]/g (1-96)

The final quantity included in the general category of accelerations is load factor n. This quantity is
defined without inclusion of the z body axis force component as
L
_ (1-97)
mg

19
 1.3.2 Air data parameters._The air data parametershaving the greatestapplicationto aircraft i
dynanlicsandcontrolproblemsarethe sensedparametersandthe referenceandscalingparameters.Chosen ]
for inclusionasthe sensedparametersareimpactpressureqc, static or free-stream pressure p_, total pressure !
pt, ambient or free-stream temperature T, and total temperature Tt. The selected reference and scaling !
parameters are Mach number M, dynamic pressure q, speed of sound a, Reynohls number Re, Reynolds "
number per unit length Re', and the Mach meter calibration ratio q/p_. The derivation of these quantities
is treated extensively by Gracey (1980).

The nonlinear equations defining these quantities are

a = [1.4 Po T] 1/2
[ poTo J (1-98) =

V
M = -- (1-99)
a

Re- pVg (1-100)

#

Re'- pV (1-101)
Iz z

(t = lP V2 (1-102)

(M _< 1.0) (1-103)

q_ = { {1.2M215.70M2/(5.6M2
+ O.2M ) - 1.0M_ 0.8)] 2"s- 1.0}p_ (M > 1.0)

q____
= f (1.0 + 0.2/}12) 3.5 - 1.0 (M _< 1.0) =
P_ _ 1.2M215.76M2/( 5.6M2 - 0.8)] 2.5 - 1.0 (M _> 1.0) (1-104) -

Tt = T(1.0 + 0.2M _) (1-1o5)

where p is the density of the air, /z is the coefficient of viscosity, and the subscript 0 refers to sea level,
standard day conditions. Free-stream pressure, free-stream temperature, and the coefficient of viscosity are
properties of the atmosphere and are assumed to be functions of altitude alone.

1.3.3 Fllghtpath-related parameters.--Included in the observation variables are what might best
be termed flightpath-related parameters for lack of better nomenclature. These terms include flightpath
angle 7, flightpath acceleration fpa, and vertical acceleration t_. The variables are defined by the following
equations:

7 = sin-1 1-7 (1-106)

fpa = -- (1-107)
g

= a_,k sin 0 - ay,k sin cos 0 -- a_,k cos cos 0 (1-108)

2O
 1.3.4 Energy-related parameters.--Two energy-related parameters are included with the observa-
tion variables considered in this report: specific energy Es, and specific power Ps, defined as

y 2
Es = h + -- (1-109)
2g

Ps - des _ ]_ -t- (rV._.._ (1-110)

dt g

1.3.5 Force parameters.--The set of observation variables being considered also includes four force
parameters. These quantities are total aerodynamic lift L, total aerodynamic drag D, total aerodynamic
normal force N, and total aerodynamic axial force A, defined as

L = CTSCL (1-111)

D = qSCD (1-112)

N = Lcosa+Dsina (1-113)

A = -Lsina + Dcosa (1-114)

where S is the surface area of the wing, CL coefficient of llft, and CD coefficient of drag.

1.3.6 Body axis rates and acceleratlons.--Because they are of interest in the control analysis and
design problem, six body axis rates and accelerations are included as observation variables. These include
the x body axis rate u, the y body axis rate v, and the z body axis rate w. Also included are the time
derivatives of these quantities, /t, _?, and _b, respectively.

The definitions of the body axis rates are given in equations (1-9) to (1-11) as

u = V cos a cos
v = Vsinfl
w = Vsinacosfl

The time derivatives of these terms can be defined using equation (B-l) and equations (B-8), (B-9), (B-10),
and (1-56) as

it = XT -- grasinO - Dcosa + Lsina + rV sin/3 - qV sin c_cos/3 (1-115)

m

ij = YT + gmsincosO + Y + pVsinacosfl- rVcosacosfl (1-116)

D_

(0 --_ ZT "JVgm cos cos 0 -- D sin a - L cos a + qV cos a cos/3 - pV sin/3 (1-117)
m

1.3.7 Instruments displaced from the vehicle center ofgravity.--The need to include measure-
ments from instruments displaced from the vehicle center of gravity arises from the fact that not all aircraft

21
instrumentationis locatedat the vehiclecenterof gravity. The mostimportantof thesequantitiesareun-
doubtedlythe accelerometer outputstreatedin section1.3.1.In this sectionfour additionalparametersare
presented:angleof attack (a,i), angleof sideslip(/3,/),altitude (h,i), and altitude rate (it,/) measurements
from instrumentsdisplacedfrom centerof gravity by somex, y, and z body axis distances. The subscripts
a,/3, h', and ]_ refer to the displacements of the angle-of-attack, angle-of-sideslip, altitude, and altitude rate -
instruments from the vehicle center of gravity. The equations used to compute these quantities are

a,i = a + qx_ - py_ (1-118)

V

fl'; =/3+ rx_ v- pz_ (1-119)

h,i = h + Xh sin0 -- Yh sincosO -- Zh cos COS0 (1-120) -

J_,i = +O(xhcosO+yhsinCsinO+zhcosCsinO)-(b(YhCOSCcosO-zhsinCcos8) (1-121)

1.3.8 Miscellaneous observation parameters.--The final set of observation parameters considered

ill this report is a miscellaneous collection of parameters of interest in analysis and design problems. These
parameters are total angular momentum T, stability axis roll rate Ps, stability axis pitch rate qs, and stability
axis yaw rate rs. The equations used to define these quantities are

T = l(Ixp2 - 2Ixvpq - 2Ixzpr + [yq2 _ 2Iyzqr +/zr 2) (1-122)

_5

Ps =pcosa+rsina (1-123)

qs ---- q (1-124)

rs = --ps]n_+ rcos (1-125)

2 LINEAR SYSTEM EQUATIONS

The standard state equation for a linear differential system has the form

*(t) = A'x(t) + B'u(t) (2-1)

where, for a time-invariant system, A _ is a constant n n matrix and B _ is a constant n k matrix. The
standard output equation has the form

y(t) = tt'x(t) + F'u(t) (2-2)

where H' is a constant g x n matrix and F r is a constant g k matrix. The generalized linear system
equations used with an extended formulation compatible with the generalized nonlinear equations (1-3) and
(1-4) can be characterized by

eft(t) = ax(t) + Bu(t) (2-3)

y(t) = /Ix(l) + ak(t) + ru(t) (2-4)

where C and A are constant n x n matrices, B is a constant n x k matrix, H and G are constant gx n
matrices, and F is a constant gx k matrix. The nonlinear system equations developed in section 1 (eqs. (1-1)
to (1-4)) can be linearized about a trajectory, and a linear model can be formulated that is similar to either
the standard or the generalized linear system equations.

22
2.1 Linearization of tlle State Equation

If u0(t) is giveninput to a systemdescribedby the statedifferentialequation(1-3),andif x0(t) is a known

solutionof the state differentialequation,then appro_mationsto the neighboringsolutionscan be found
for smalldeviationsin the initial stateandin the input by usinga linear state differentialequation.The
nonlinearstatedifferentialequation(1-3) canbe ]inearizedabout a generaltrajectory, as by Kwakernaak
andSivan(1972)and Dieudonne(1978),so that x0(t) satisfies
T_o(t) = f[_0(t),xo(t), uo(t)]

Assuming that the system is operated at close to nominal conditions with u(t), x(t), and _(t) deviating
only slightly from uo(t), x0(t), and _o(t), the following expressions can be written:

u(t) = u0(t) + _u(t) (2-5)

x(t) = x0(t) + _x(t) (2-6)
,(t) = _0(t) + _,(t) (2-7)
where 5u(t), 5x(t), and 53(t) are small perturbations to the control, state, and time derivative of the state
vectors, respectively.

Substituting equations (2-5) to (2-7) into the nonlinear state differential equation (1-3), expanding in a
Taylor series about _o(t), xo(t), uo(t), and assuming T constant with respect to _(t) yields

0f 0f 0f
T[_o(t) + 5_(t)] = f[x0(t), ;k0(t), u(t)] + _xx 5x + _ 5_ + _uu 5u + h(t) (2-8)

where 0f/0x, 0f/01:, and 0f/0u are defined in equations (2-9) to (2-11) and h(t) represents the sum of
the higher order terms in the Taylor series, assumed to be small with respect to the perturbations. The
matrices used in the Taylor series expansion are defined by the following relationships:

0f 0f
(2-9)
0X -- 0X
(Xo,_o,Uo)

0f 0f
01: - 0_:
(2-10)
(Xo,_0,Uo)

0f 0f
(2-11)
0u - Ou
(xo ,*o ,Uo)

the (i, j)th elements of which are defined as

( _x) ;,j - 5-Zxjf' (2-]2)

(_)i,j-- O_jOfi (2-13)

(Oa-_fu)ij - OujOfi (2-14)

respectively, where fi is the ith simultaneous equation of the nonlinear state differential function in equa-
tion (1-3), xj the jth element of the state vector, _j the jth element of the time derivative of the state

23
vector,flj the jth element of the control vector, and all derivatives are evaluated at the nominal condition
(x0(t), ,0(t), .0(t)).
Subtracting equation (1-3) from (2-8), rearranging terms and neglecting the higher order terms yields a
liuearizcd state equation,

r[T__xx0fj, 5_(t)= _x0f5x(t)+ _uuOf

5u(t) (2-15)

where the arguments of the matrix functions have been dropped to simplify the notation and where it is
understood that the matrices are to be evaluated along the nominal trajectory.

Letting

Of
C = T- a-_ (2-16)

Of
A = a---_ (2-17)

0f
/3 = 0---u (2-18)

equation (2-15) can be written as

C 5_(t) = A 5x(t) + Z 5u(t) (2-19)

which is precisely the formulation of the generalized state equation desired.

Premultiplying both sides of equation (2-19) by C -1 results in the standard form of the linearized state
differential equation,
_,(t) = C-IA &(t) + C-_ _u(t) (2-20)
Letting

A'= C-_A (2-21)

B' = C-'B (2-22)

equation (2-20) can be written in the more usual notation

5_(t) = A' 5x(t) + B' 5u(t) (2-23)

2.2 Linearization of the Observation Equation

The technique used in section 2.1 to linearize the state equations can be applied to the nonlinear observation
equation (1-4),
y(t) = g[x(t), _(t), u(t)]

Performing a Taylor series expansion about the nominal trajectory (x0(t), _0(t), u0(t)) yields

0g 0g 0g
yo(t) + 5y(t) = g[xo(t), *o(t), uo(t)] + _x 5x + 0-_ 5' + _uu 5u + h(t) (2-24)

where

Og _ Og
OX -- Ox
(2-25)
(Xo ,Xo ,Uo )

2:1
 (2-26)

(2-27)
0g 0g t
0u _ 0u (xo,*o,Uo)

the (i, j)th elements of which are defined by

Og)
_xx i,j Ogl
Ox j (2-28)

= Og_ (2-29)

respectively, where gi is the ith simultaneous equation of the nonlinear observation equation (1-4). Again,
all derivatives are evaluated at the nominal condition (xo(t), :ko(t), u0(t)).

Subtracting equation (1-4) from equation (2-24), rearranging terms, and neglecting higher order terms
results in a linear observation equation,
0g 0g 0g
5y(t) = _xx 5x + _xx 5zk + _uu 5u (2-31)

where the arguments of the matrix functions have been dropped to simplify notation. Letting

tt- Og (2-32)
0x

Og (2-33)
a = _--_

F = --0g (2-34)
0u

equation (2-31) can be rewritten as

5y(t) = II 5x(t) + G 5_(t) + F 5u(t) (2-3._)

which is the generalized linear observation equation desired.

The standard form of the observation equation can be derived by substituting for 5_ from equation (2-23)
into equation (2-33). This substitution results in

5y(t) = lI 5x(t) + G[A' 5x(t) + B' 5u(t)] + F 5u(t) (2-36)

which can be written as

ey(t) = [tI + GA'I_(t) + IF + cm] _.(t) (2-37)

By letting

H' = H + GA' (2-38)

F' = F + GB' (2-39)

equation (2-37) becomes

25
 _y(t) = ti' _x(t) + r' _u(t) (2-40)

2.3 Definition of Matrices in Linearized System Equations

The results of sections 2.1 and 2.2 can be used to define the matrices in the linearized system equations
in terms of partial derivatives of the nonlinear state and observation functions taken with respect to the
state, time derivative of state, and control vectors. All derivatives are understood to be evaluated along the
nominal trajectory.

Using the nonlinear state equation (1-3),

Tx(t) = f[x(_),_(t), u(0]

the terms in the generalized form of the linearized state equation (2-19),

C 5_(t) = A 5x(t) + B 5u(t)

can be defined as

Of
C -- T- 0--_ (2-41)

Of
A = 0--x- (2-42)

Of
B = 0-_ (2-43)

The terms in the standard form of the linearized state equation (2-20),

5_(t) = A' 5x(t) + B' 5u(t)

can be defined as

A'= T-_ Of]-1 0x

c0f (2-44)

B'= [T- 0fl-'

0_J of
0-u (2-45)

In a similar manner, the nonlinear observation equation (1-4),

y(0 = g[x(0, _(t),.(t)]

can be used to define the terms of the generalized linearized observation equation (2-35),

5y(t) = r,r 5x(t) + a 5:_(t) + F 5u(t)

26
{is

si = --g (2-46)
0x

G=_xOg (2-47)
x

F = --g (2-_s)
0u

The terms in the standard form of the linearized observation equation (2-40),

5y(t) = H' 5x(t) + F' 5u(t)

can be defined as

H'= Og
0---_+ Og [ T-_x
_xx Of]
x -1 0---_
Of (2-49)

r' = 0u
(9g + _0g [T- b2
Of] -1 0u
Of (2-50)

2.4 Elements of the Linearized System Matrices

The elements of the linearized system matrices derived in sections 2.1 and 2.2 are determined by applying the
linearization method employed with the vector equations in those sections to the individual scalar equations
constituting the vector equations that define the time derivatives of the state and observation variables.
Thus, for a matrix, such as the state matrix A defined by equation (2-42),

Of
0x

the element occupying the ith row and jth column of A, (A)i,j, can be represented as

Ofi
(A)i5- Oxj (2-51)

where fl is the scalar function defining the time derivative of the ith state and xj is the jth state. The
individual terms used in the A, B, C, H, G, and F matrices are defined in appendix I) based on the
generalized derivatives derived in appendix C.

Using the state vector x defined in (1-7) as

x = [pq_-V,_Z o Vohx y]T

the elements of the A matrix can be expressed as

I o(_,)lOp oO;')lOq... 0(s)')/0y ]

A= .
O(q'!/Op :
O(q')/Oq "
O(q')/Oy l (2-52)
I O(_ilOp O(i<)lOq O(i_ilOu|
L o(is)lOp o(h)lOq o(is)lO,uJ

27
 Substituting for these partial derivatives using the terms in appendix D gives

(1/Ix)[(gtSb_/2Vo)Ceq + OqLT/Oq + [xzPO ..,

--Ixyr0 + Ixzqo] +2r_zqo+ _0(r_- &)]

A (1/Iy)[(_tSbe/2Vo)Cmp + OMr/Op (1/Iu)(_tS_.2/2VO)Cmq + OMT/cgq ...
[ -2I_,po - Ivzqo
(1/Ix)[(gtSb2/2Vo)C_p ++ ro(/_
OLr/Op- I_)] +Ixyro -- Ivzpo]

The elements of the B, C, H, G, and F matrices can be determined in a similar fashion, although some
care must be taken in determining the elements of the matrices for the observation equation and the C
matrix.

To determine the elements of the matrices for the observation equation, one must consider the definition
of the nonlinear vector function g defining the observation variables (eq. (1-85)),

g[x(t),,(t), u(t)] = IxT ,T uT g,T]

and the definitions of the matrices for the generalized linear observation equations (2-46) to (2-48),

0g
t[.= --
Ox

a=O____g
02

F=Og
Ou =

These matrices may be expressed using a partitioning based on the vector subfunctions of g as
" OX

--D

o_

0u
gK
H= ] __

-0x'_
g-ff

0_
g-ff
a ,,,_

Ou
(2-55)
b-ff

O___x
Ou

8u
F
(2-56)
0t!_
Ou

DB

28
which become

" 112xl 2

01212

H ._ (2-57)
Okxl2

01212

112x12

a (2-5s)
0kxl2

O12xk

012Xk

r (2-59)
lkxk

_ _2u-u.

upon evaluating the partial derivatives of the identity functions x, :_, and u.

The C matrix may be viewed as a partitioned matrix as

I
Cll tt C12
.... I.... 06X6
I
't C22
C
03X3 (2-6o)

06x6 16X6

where, from equation (1-48),

c11 = J= -z=/6 I.o -1=/z_ (2-61)

[ i'0 -I_y/I_-I=_/l= 1
-Ix=lI= -I_=lI= 1.0

and

C12 = -o( (_,)I of_ -O( q')I oa -O( q,)I o3 (2-o2)

[ --o(
o0;')I
;,) l o?
Of/ -o(/,,) I oa -o(p,)
-o( ;') lIob
i -(OSbel2VoZ_)Ce_ -(OSb2121'SZx)Ce_ ]
-o( ,:')1o_ OD -( OSb_/2 VoIz )C_ a -( ilSb2 / 2 Vo[z )C,w_ J

29
 o;_ = -o(a)/of,
1.o-o(_)/o_ _.o--o(9)/o_
o(_)/o_ -o(a.)/oql l
-o(9)/o_
-0(_)/0I 7 -O(/:))/O& 1.0 - 0(,8)/0,8]

= 1.0 + (r]Sg/2V02rn cos t_O)CLa (_Sb/2Vo2m cos flo)CLb (2-63)

[i.O(_Sd2Vo'_)(cOsYoCD_-sin_oC,,)(_Sb/2Vo.O(cOsYoCD_)
(_Se/2Vo2m)(sin t3o CD_ + cos/3o Cys) 1.0 - (iiSb/2Vo2rn)(sin 13o CDi3 + cos/30 C_3)

The inverse of the C matrix, C -a, can be expressed as a partitioned matrix in terms of the matrix subpar-

tltions of the C matrix as

I 06X6

C -a = Oax3r , c_-_
__.......... (2-64)
06X6 16X6

The elements of the X, B _, H r, and F _ matrices can be determined using the C -1 matrix defined in
equation (2-64), the A, B, II, G, and F matrices, and the definitions for A r, B _, H _, and F _ given in
equations (2-21), (2-22), (2-38), and (2-39).

3 CONCLUDING REMARKS

This report derives and defines a set oflinearized system matrices for a rigid aircraft of constant mass, flying
in a stationary atmosphere over _ flat, nonrotating earth. Both generalized and standard linear system
equations are derived from nonlinear six-degree-of-freedom equations of motion and a large collection of
nonlinear observation (measurement) equations.

This derivation of a linear model is general and makes no assumptions on either the reference (nominal)
trajectory about which the model is linearized or the symmetry of the vehicle mass and aerodynamic
properties.

Ames Research Center

Dryden Flight Research Facility
National Aeronautics and Space Administration
Edwards, California, January 8, 1987

3O
APPENDIX A--AERODYNAMIC FORCES AND MOMENTS

The aerodynamic forces and moments acting on an aircraft are the result of multiple factors whose signif-
icance varies with flight condition as well as from vehicle to vehicle. In general, these forces and moments
are nonlinear functions primarily of Mach number, angle of attack, angle of sideslip, altitude, rotational
rates, and control-surface deflections. For the purposes of this report, the aerodynamic forces and moments
are assumed to be functions having the following form:

r = _(_,Z,V,h,p,q,r,e_,_,5l,...,5_) (A-l)

where F is an arbitrary force or moment, is an arbitrary function, and the 5i are the n control surface
deflections. These forces and moments are related to the nondimensional force and moment coefficients by
the equations for the forces,

D = qSCD (A-2)
Y ----(SCy (A-3)
L = 4SCL (A-4)

and the moments,

L = qSbCe (:_-5)
M = CTSeC_ (a-6)
N -- qSbC_ (A-r)

where b is reference span and e is reference aerodynamic chord.

While the nondimensional aerodynamic force and moment coefficients are themselves nonlinear func-
tions of the vehicle states, time derivatives of the vehicle states, and the control surface deflections, these
coefficients are commonly expressed in linear form in terms of partial derivatives of these coefficients with
respect to the functional variables. These linear equations for the aerodynamic force and moment coeffi-
cients are derived in the same way as the linearized system equations (section 2); therefore, this derivation
will not be repeated here. These linear equations are

CL = CL0 Jr- CLa a "[- CLe_ -k CLhh -k CLv I/"

J- ECL615i J- CLpP -}" CLqq -Jr- CL_+ -[- CLa_ -[- CL_/_ (a-s)
i:1

CD ---- CDo '[- CD_ O: -{- CD_/3 + CDh h + CDv V

-[- ECD6iSi -[- CDp/_ + CDq 0 or- CDrr -{- CDa_ -k CD_J3 (A-O)
i=1

Cy : Cy o -}- Cy_a -_ Cy_/_ J- CYhh + CYvV

rL ,,

+ _ Cy_ _i + Cy,/_ + Cy_ 0 + Cy, _ + Cy_ h + C_ (A-10)

i=l

Ce = Ceo + Ce_a + Cee_ + Cehh + CevV

77, ^

+ __, ce_,_ + c_ + c_,o + ce_ + ce_a, + c_j (a-ll)

i=1

31
 Cm = Cmo + Cm_,e_ + Cm_3 + Cmh h + C_v V

+ _ Cm_,Si + C,_,_ + CmqO + Cmr + Cma& + CmS3 (A-12)

/-----1

Cn = Cno + C,_ a + C_3 + Cnh h + Cnv V

+ _ 0,% 5i + C,_p_ + CnqO + Cn_" + Cn_ + C,,_3 (A-13)

i=l

where C_o is the value of the coefficient along the nominal trajectory and the notation C_. is defined as
E
=
OC_ (a-1,l) =
C_.-- Ox
E

with C_ being an arbitrary force or moment coefficient and x being an arbitrary state, time derivative of state,
or control-related parameter that for the usual derivatives is nondimensional. Itowever, the derivatives with
respect to altitude and velocity are not taken with respect to a nondimensional quantity. The definitions |

of these nondimensional stability and control derivatives are given in terms of the coefficient C(. The =_

nondimensional stability derivatives are defined as =

=_
OC_ (A-15) E

C_- Oa

OC_ (A-16)
Ce,_= 03 i

,ira

OC_ (A-17)
C_v - O(bp/2Vo)

oc_ (A- _s)

C_ - O(eq/2Vo)

oc_ (a-10)
c_ = o(l,,,/2Vo)

oc_ (A-2o)
c_c,- o(e,s/2_,,t,)

oc_ (Am)
C_ = O(b3/2Vo)

The two other stability derivatives are not nondimensional and are defined as

oc_ (a-22)
C_v =- OV

OC_ (A-23)
C_h _ Oh

The control derivatives are defined as

OC( (A-24)

32
The rotational termsin equations(A-8) to (A-13) arenondimensional
versionsof the correspondingvari-
ablewith
@ (t-25)
- 2v0

eq A-26)
q- 2Vo

br A-27)
2Vo

: C'& A-28)
2Vo

- 2v0

Because the C_0 terms are included, the force and moment coefficients are total force and moment coefficients.
The state, time derivative of state, and control parameters on the right-hand side of equations (A-8) to
(A-13) are differentials.

33
APPENDIX B--DERIVATION OF THE WIND AXIS
TRANSLATIONAL PARAMETERS V, d, AND )

The derivation of the wind axis translational acceleration parameters is based primarily on the definitions
in equations (1-9) to (1-14), the body axis translational acceleration equations (1-56), and the expression
of the force terms defined in equation (1-53). In the following sections, each of the wind axis transla-
tional acceleration terms is derived separately after stating some preliminary definitions applicable to all
calculations.

B.1 Preliminary Definitions

Equation (1-56),
5__V = 1F_ f/ x V
5t rn
can be expanded, using equations (1-54), (1-55), and (1-26), to

= |(1/m)(YT+Ya +Yg)-l-pw-ru (B-l)

L(1/m)(Zw + za + zg) + qu- pv
The body axis aerodynamic forces can be rewritten in terms of the stability axis forces lift L, drag D, and
sideforce Y:

X_ = -D cos oe + L sin _ (B-2)

g_ = Y (u-a)
Z_ = -D sin a - L cosc_ (B-4)

The gravitational forces can be resolved into body axis components such that

Xg = -mgsin 0 (B-5)
}) =mg sin cos 0 (B-6)
Zg =mg cos cos 0 (B-7)

These equations will be used in the derivations of the V, &, and/) equations. Thus, the total forces in the
body axes can be defined and expanded as

EX = XT-Dcosa+Lsina-gmsinO (B-S)
EY = YT + Y + gmsincosO (B-9)
EZ = ZT -- Dsina - Lcosa +gmcoscosO (B-IO)

B.2 Derivation of I'z Equation

Beginning with the definition of V in terms of u, v, and w in equation (1-12),

V : (U 2 "_- V 2 -_ W2) 1/2

35
PRECEDING PAGE BLANK NOT PILMED
 the equation for 17`"becomes

= dt
g _- _7_ ( u2 + 732 + w2)1/2 (B-11)

which after expanding the derivative and cancelling terms, becomes

17 = l(u/t + v_ + w_2) (n-12)

By substituting the definitions for u, v, and w from equations (1-9) to (1-11) and cancelling terms, equa-
tion (B-12) yields
l) = _/cos c_cos fl + 7?sinfl + zb sin acosfl (B-13)

The definitions for h, i,, and tb in equation (B-l) are now used with equation (B-13) to give

I}. __ COS O_ COS fl (Xa q- XT q- Xg) q- cos o_ cos/3(rv - qw)

m

+ sin/3 (Ya + YT + gg) + sin fl(pw - ru)

m

-t- sin a cos fl (Z_ -1- Z T %- Zg) -at- sin c_cos/3(qu - pv) (B-14)
m

Expanding (B-l,1) in terms of equations (B-2) through (B-r) and cancelling yields

I? = 1[ _ D cos/3 + Y sin/3 + XT cos a, cos/3 + YT sin fl + ZT sin c_cos/3

-- rag(cos _ cos fl sin 0 -- sin/3 sin cos 0 - sin a cos/3 cos cos 0)]
+ rv cos a, cos/3 - qw cos c_cos/3 + pw sin fl - ru sin fl

+ qu sin a cos//- pv sin c_cos/3 (B-15)

=

Equation (B-15) can be simplified by recognizing that the terms involving the vehicle rotational rates are
identically zero, which becomes obvious after substituting for u, v, and w in these terms. Thus, the final
equation becomes
1
9 = m[ - D cosfl + Y sin/3 + X T cos ct co8/3 -4- YT sin/3 + ZT sin o, cosfl
- rag(cos a cos/3 sin 0 - sin/3 sin cos 0 - sin n, cos fl cos cos 0)]

B.3 Derivation of & Equation

The equation for & can be derived fl'om the definition of a in equation (1-13),

ct = tan -1 w
u

Taking the derivative of ct with respect to time,

d d w
& = _7oe= dt tan-I-- /t (B-17)

then expanding and cancelling terms, the equation becomes

1
5 - u2 + w 2 (u_b - izw) (B-18)

36
Substitutingthe definitionsof u and w from equations (1-9) and (1-11) into equation (B-18) gives

& = _bcosa-/Lsina (B-19)

V cos/3

Using equation (B-l) to substitute for _ and _b and equations (B-S) to (B-10) to define the forces,
equation (B-19) becomes, after rearranging terms,

1
& = Vmcos/3[-L + ZT cosa - XT sina -t- mg(cosa, coscosO + sin a sin 0)]
1
+ ---------_(qucoso_ - VV cos a - rvsin a + qW sin O) (B-20)
/_5"V
cos

which after substituting for u, v, and w from equations (1-9) to (1-11) and combining terms gives

1
_ [-L + ZT cos _ - Xx sin _ + ._S(cos _ cos cos 0 + sin _ sin 0)]
Vm COS

+ q - tan _3(p cos a + r sin a) (B-2_)

B.4 Derivation of fl Equation

The equation for/3 is derived from the definition of/3 as given in equation (i-ld),
v

/J = sin -1 _-

Taking the derivative of/3 with respect to time yields

d d . -a v
-Sln
(B-22)

which becomes, after expanding the derivative, substituting for 11, and cancelling,

1
/3 = V[-/_cos asin/3 +/,cos/3 - _b sin a sin/3] (B-23)

Using equation (B-l) to substitute for _, /J, and zb and equations (B-8) to (B-10) to define the forces,

_= 1
m--IT[ - cos oesin/3 (-D cos a + L sin a + Xx - my sin 0) + cos/3 (Y + YT + ngg sin cos 0)
-- sin cx sin/3 (-D sin ce - Lcosa + ZT + mg cos cos O)]

+ V[- cos a sin/3 (rv - qw) + cos _q(pw - ru) - sin a sin fl (qu - pv)] (B-24)

Substituting into equation (B-24) for u, v, and w and rearranging terms yields the final equation

1
/3 = _--_[D sin/3 + Y cos/3 - XT cos a sin/3 + YT cos/3 - ZT sin a sin/3
+ rag(cos a sin/3 sin 0 + cos/3 sin cos fl -- sin a sin/3 cos cos 0)]
+ p sin a - r cos a (B-25)

37
F
APPENDIX C--GENERALIZED DERIVATIVES

The equations defining the time derivatives of the state variables (derived in sections 1.2.1 to 1.2.4) and those
defining the observation variables (presented in sections 1.3.1 to 1.3.8) are used to determine the generalized
partial derivatives of the quantities with respect to a dummy variable _. The purpose of these generalized
derivatives is primarily to facilitate the derivation of the terms in the linearized equations presented ill
section 2.4; however, these equations have also proved to be useful for computer programs and were used
to verify the results obtained using LINEAR (see Duke and others, 1987).

C.1 Generalized Derivatives of the Time Derivatives of State Variables

Equations (1-39) to (1-41) define the rotational accelerations of the vehicle. These equations are used to
determine the generalized derivatives of these quantities.

O(p) 1 I1 + I2 + I3 + I1 + I2 + 13 --
OL OM ON OLT OJ_IT ONT
Op
- [2p(IxzI2 - I_vI3) - q(I_zh - I_zI: - DzI3) + r(Ixyh + D_[2 - Iw_)] 0--_
Oq
+ [P(Ixzh - IvzI2 - DzI3) + 2q(IvzI1 - IxyI3) - r(Dxla - [xv5 + Ixu/3)] 0_

- [p(L:yh + Dv[2 - Iyzh) + q(Dh - I_I2 + I_zI3) + 2r(I_zI1 -/_zI2)] _-_ (C-1)

0((i)
0_ 1 ( _:_+x4-b-Y+_-_-+_:--_-+q--_+t_
detI OL OM ON OLT OJ_IT ONT
0--Y-
- [2p(I_J4 - I_I_) - q(I=I2 - r_zi4 - DJ_) + ,.(I_I_ + DJ4 - I_I_)] O__v
O_
+ b,(I_I2 - I_I_ - D_Is) + 2q(I_I2 - I_yls) - r(D_I: - IxJ4 + Ix_Is)] 0q
O(

- [p(I_J2 + DJ4 - I_zI5) + q(D_I2 - L:/4 + I_J5) + 2r[I_zr2 - I=I_] Or)

_ (C-2)

O(i')
0_-aet_ 1 { _3-(+_--_-+I_-_-+r_--gC+s-bY
OL 02ll ON OLT OJ_IT-+I_ ONT
0-2--
Op
- [2p(/_J_ - Ij6) - q(Ij3 - I_Js - D_I_) + ,'(_I_ + D_ - Z_ [_)]
Oq
+ [p(ix__r_- i,,_I_ - DJ_) + 2q(I_I_ - I_:,,I_)- r(D_I_ - I_[_ + I=I_)] O_

- [p(,%[_ + D_t_ - _I_) + q(Dz[_ - [_ + _z_) + 2,,([_J_ - I_z_)] Or

-_ t (C-3)

The quantities I1, 12, I3, I4, I5, I6, D_:, Dr, D_, and det [ are defined in equations (1-32) to (1-38) and
(1-42) to (1-44).

Equation (1-50) defines the decoupled rotational accelerations of the vehicle (1_', (i', and r'), which are
used to determine the generalized derivatives of the decoupled quantities:

O(p') 1 [OL OLT (rtxy - qI_:_) Op Oq

- (pixy - q[u + 2r[_:z + qI_) Or]

-_ (C-4)

39

PREC_ING PAGE BLANK NOT FILMED

 a(;;,) 1[aM cop Oq

- (pi_ - qi_. - 2,%_ - pr=) o_]

_- (c-,5)
o(,:') l[O.,v o:v op aq
O - Iz [ a_ + --o-f- + (qL: + rIyz + 2pI= u - qlv) -_ + (pI= - rI== - 2q[= v - ply) -_

2
- (qI z- ptyz) (c-6)

Equations (1-58) to (1-60) define the translational accelerations of the vehicle. These equations are used
to determine the generalized derivatives of these quantities:

O(I::) 1
O( m - cos f1-5(
OD + cos _ cos 9 --_
OXT + sin fl 5-(
OY + sin _ cos 9 -- + sin/3 __
O0__%T 0_#
0
+ [ - XT sin a cos/3 + ZT cos a cos t3 + m9(sin 0 sin a cos/3

Oa
+ cos 0 cos cos a cos #)1 O--(

+ [D sin/3 + Y cos/3 - XT sin/3 cos a + YT cos/3 - ZT sin a sin/3

0/3
+ rag(sin 0 cos a sin/3 + cos 0 sin cos/3 - cos 0 cos sin a sin/3)] 0(

0
- rag(- cos 0 cos sin/3 + cos 0 sin sin a cos/3) _--_

- mg(cosOcosacos/3 + sin 0sinCsin/3 + sin 0 cos Csin c_cos/3) 0_} (c-7)

o(_)
o( 1
mVcos/3 ( -_-+coscr
OL OZT
O----c-sin_ OXT'_ Op Oq
O( j-tan/3cscr_-_+_-_-ta'n/3sinao_ Or

{ mV 21cos/3 [-L + ZT cos a - XT sin a + rag(cos 0 cos cos a, + sin 0 sin o_)]}or
0(

+ V cos/3 [- ZT sin _ -- XT cos a -- rag(cos 0 cos sin _ -- sin 0 cos c_)]

+ tan fl (p sin c_ -- r cos _) } 0_

0(

[ tan_q
+ [m-_7-f-os/3[-L + ZT cosc_ -- XT sina

+ rag(cos 0 cos cos c_ + sia 0 sin a)] 1 .(pcosa+rsin

cos 2 oz) o/3

V c_s/3 cos0sincosa _--_- (sin 0 cos cos o_- cos 0 sin a) O-_- (c-s)

4O
 o(3) 1 f
_ |sin9 -_- + cos/7 _ - cos _ sin fl -- + cos fl _59I_ _ sin c_sin fl --_c]0Zr
]
O_ mY L

Op 0r
+ sin_ _ - cosc_0_
1
mV_[ D sin fl + Y cos/3 - XT cos _ sin/3 + YT cos fl -- ZT sin _ sin/?

OV
+ m9(sin 0 cos a sin/3 + cos0sin 4)eosfi - cos0cos 4)sin asinfl)] 0_

+ n---_[- T sin c_sin fl -- ZT cos a sin fl + rag(- sin 0 sin a sin/3 -- cos 0 cos 4) cos a sin fl)]

+pcosa + rsin_ _-

+ m--_[D cos/3 - Y sin/3 - XT cos c_cos/7 - }_ sin/_ - ZT sin a cos

05
+ rag(sin 0 cos c_cos fl - cos 0 sin 4)sin t_q- cos 0 cos 4)sin ct cos 13)]

+ (cos 0 cos 4)cos/3 + cos 0 sin 4)sin (1sin/7) _-

+ __(cos0cos asin]3 - sin0sin 4)cos_ + sin 0cos4)sin_ sin_) 00

_-_
(c9)

Equations (1-66) to (1-68) define the vehicle attitude rates. These equations are used to determine the
generalized derivatives of these quantities:

Op Oq Or
0_ + sin 4)tan 0 _ + cos 4)tan 0 _-_ + (q cos 4)tan 0 - r sin 4)tan 0) 0_b
o_

+(q sin 4) sec 2 0 + r cos 4)sec 2 0) 590 (C-10)

o(0) oq o_ o
(C-11)
o---(= cos_ N - si_, N - (qsin, + _cos4))
Oq Or 04)
- sin 4)sec0 _ + cos4)sec0 _ + (q co_4)sec0 - _sin _ sec0)
00
+ (qsinCsecOtanO + rcosCsecOtanO) -_. (c-_2)
 Equations (1-72) to (1-74) define the earth-relative velocities of the velficle. These equations are used
to determine the generalized derivatives of these quantities:

- [cos/3 cos c_sin 0 - sin/3 sin 4 cos 0 - cos fl sin c_cos 4 cos 0] c)V
0f
f

- V(cos fl sin a sin 0 + cos p cos o_cos 4 cos 0) 0a

0]3
- V(sin/3 cos a sin 0 + cos fl sin 4 cos 0 - sin fl sin c_cos 4 cos 0) _-

- V(sin fl cos 4 cos 0 - cos ]3 sir, a sin 4 cos 0) 04

00
(C-13)
+ V(cos/3 cos a cos 0 + sin/3 sin 4 sin 0 + cos t3 sin ozcos 4 sin 0)

- [cos _qcos c_cos 0 cos + sin/3 (sin 4 sin 0 cos - cos 4 sin ) !

2_

OV
+ cos 13sin o_ (cos 4 sin 0 cos _b + sin 4 sin _b)] 0f

0_
- V[eos_sin _ cos0cos _, - cos/3 cos o_ (cos C sin 0 cos _ + sin sin _)] 0f

- V[ sin ]3 cos c_cos 0 cos _b - cos ]3 sin 4 sin 0 cos _b - cos 4 sin _b

0Z 7_

+ sin fl sin a (cos 4 sin 0 cos + sin 4 sin _)] 0f

04
+ V[sin fl (cos 4 sin 0 cos _b + sin 4 sin _/,) - cos ]3sin c_ (sin 4 sin 0 cos _ - cos 4 sin _,)]

- V [cos fl cos a sin 0 cos - sin fl sin 4 cos 0 cos 0 - cos fl sin a cos 4 cos 0 cos ] 00
0f
- V[cos fl cos c_cos 0 sin _b + sin _ (sin 4 sin 0 sin _ + cos 4 cos _)

+ cos _ sin a (cos 4 sin 0 sin _ - sin 4 cos g,)] 0_, (c-14)

0(/)____))
= [cos _ cos _ cos 0 sin _ + sin/3 (cos 4 cos _b + sin 4 sin 0 sin g,)
0f
0V
+ cos fl sin a (cos 4 sin 0 sin _ - sin 4 cos _)] 0f

0o_
- V [cos/3 sin o_cos 0 sin _ - cos fl cos o_ (cos 4 sin 0 sin _ - sin 4 cos _)] -_-

- V[ sin fl cos _ cos 0 sin _ - cos fl (cos 4 cos _ + sin 4 sin 0 sin g,)

0Z
+ sin ]3 sin c_ (cos Csin 0 sin _b - sin 4 cos _)] 0f

42
 0
- V[sin _ (sin cos - cos sin e sin ) + cos _ sin _' (sin sin e sin _, + cos cos )] 9-_
0#
- V(cos fl cos a sin 8 sin _b - sin/_ sin cos 0 sin - cos fl sin a, cos 4' cos 8 sin ) _-_

+ V[cos fl cos o_co_0 cos _, - sin _ (cos sin - sin sin 0 cos )

(C-15)
+ cos _ sin _ (cos sin 0 cos + sin sin )]

C.2 Generalized Derivatives of the Observation Variables

The vector equation (1-90) defining the body axis kinematic accelerations is used to determine the gener-
alized derivatives of the individual body axis accelerations:

O(a_,k) 1 OXT
-cosa OD +sina
_- _OL + (Dsina + Lcosa) _0a _ gmcosO _00] (C-16)
O( gom o(
O(%,k) 1
0_ gom
0Y + gmcos0cos
+ -_- o
_ - gmsinOsin--_ 00] (o_7)

O(az,k) 1
O_ gore OD OL _ (D cos a - L sin a) _-

-gm 0 - gm sin Ocos

cos Osin -_ 00] (c-is)

Vector equation (1-91) defines the output of body axis accelerometers at the vehicle center of gravity
and is used to determine the generalized derivatives of the individual body axis accelerometers:

0(%) 1 [OXT
OD OL __] (c-19)
(9_ gem [ O_ --cosa_+sina_+(Dsina+Lcosa) 0a

0(%) 1 (OYr
O_ - go._ \--5_- + o_)

O(a.) 1 [OZT (C-21)

O( - gem L-_ - - sin a OD
_ - cos a OL
-_- _ (D cos a - L sin a) -_
cO(x]

Using equation (1-93), the generalized derivative of the output of a normal accelerometer at the vehicle
center of gravity can be expressed as

(9a. 1 + sin a + cos a + (D cos a - L sin a) Oa

The vector equation (1-95) defining the output of orthogonal accelerometers aligned with the body axes
; but displaced fi'om the vehicle center of gravity is used to determine the generalized derivatives of these

" 43
 quantities:

0-_ = O---_- 11
+ g--_ ( q yx + rz_) -_ + (py_: - 2qxx) -_ + (pz= - 2rx_) -_ + z_: -_ - y_: _-_ (C-23) !

9-0[ ] -
O(ay,i) Oa u 1 (2py u _ qxu) Op Oq Or Ol) Oi" (C-24)
o_ - o_ _ - (pz_+ r_) _ - (qz_- 2_v_)_ + _ _ - z_
0(_,,) 0_
o( o_ (o25)

Equation (1-96) defines the output of a normal accelerometer aligned with the z body axis but not located
at vehicle center of gravity, an,i. This equation is used to determine the generalized derivative of an,i:

O(a,_,i)
O_ - Oa_ 1 [(2;z_ - rxz) Op
-g-( + 97 Oq - (px_+ qYz) Or
_ + (2qzz - rUz)-_ 0)5+ x_ 0c)]
-_ - yz -_ O(J (C-26)

In equations (C-20) to (C-23), the partial derivatives of the vehicle rotational rates with respect to the
dummy variable _ are defined by equations (C-1) to (C-3). The partial derivatives of the outputs of the -
body axis accelerometers at the vehicle center of gravity are defined by equations (C-16) to (C-19). In these -
equations, as before, the subscripts x, y, and z refer to the x, y, and z body axes, respectively, and the
symbols x, y, and z refer to x, y, and z body axis locations of the sensors relative to the vehicle center
of gravity.

Using equation (1-97), the generalized derivative of the load factor can be defined as

0(n) 1 or
(C-27)
O_ mg O_

Equations (1-98) to (1-105) define the air data parameters of interest for this report. These equations
are used to determine the generalized derivatives of the air data parameters:

O(a) o.Tpo OT
(c-2s)
O_ poTo [1.4(p0/p0Tu)] 1/2 0_

O(M) 10V V Oa
O_ a O_ a2 O_ (c-29)
0(Re) p( OV V( Op pV( O#
- + (c-3o)
O_ tL O_ IL O_ #2 0_
O(Re') p OV V Op pV O_
O_
-
# O_
+
p O_ #2 O_ (o30

O(q) OV v 2 Op
o_ - pv -g-(+ 2 o_ (c-32)

kl,1
 + 1.4M(1.O+ 0.2M2)2"Sp_,
O_
(M _<1.o)

[(1.0+ 0.2M2)3'5- 1.0]

l,,)_,r2( 5.76M 2 ,_2.s ]
L...... k .6M- o.sJ - 1.oj (c-33)

( 5.76M2 ,_1.5
\ 5.6M 2 - 0.8; + 3"0M2 \5.6M 2 - 0.8J

+p_ {2.4M ( 5"76M2 _2.5

(M" >_ 1.0)
[(5.6M_ - 0.8)_]

1.4M(1.O + 0.2M2) 2.s _/

O(qc/p_) ")a_ {" 5 .76M2 _2.5. {' 5"76M_ "_ (C-3d)

o_ - { ..... _\5.6M 2-0.8] "aoM_\5.6M _-o.s7

[ 9.216M ]'_ 0M (M > 1.0)

[(5.6M 2 - 0.8)2J f -_

O(Tt) _ (1.0 + 0.2M 2) OT OM (c-a5)

O_ --_ + 0.4T1ll 0--#-

In the preceding equations, the generalized derivative of Mach number appears several times. This term
can be expanded using equation (C-29).

The definitions of the flightpath-related parameters are presented in equations (1-106) to (1-108). These
definitions are used to derive the generalized partial derivatives of the flightpath-related parameters:

0(7)_
0---_- (V
1
2 --)/2)1/2
[_" OV
V 0 e "+
O]_]
O_J
(C-36)

O(fpa) 10l)" (C-37)

o_ g o_

o(_)
O_ ---- [--ay,k COS COS O + az,k sin cos O] 00_

+ [ax,k cos 0 + ay,k sin sin 0 + az,k cOS sin O] O0

o_

Oax,k _
cOay,.._kk i)az,k (C-38)
+sinO O# -sincosO O_ coscosO O_

The partial derivatives of altitude rate ]z and velocity rate 1) that appear oil the right-hand side of these
equations are defined in equations (C-13) and (C-7), respectively. The partial derivatives of the body axis
accelerations appearing in equation (C-38) are defined in equations (C-16) to (C-18).

45
 Using equations(1-109)and (1-110),the generalizedderivativesof the energy-relatedparametersare
defined.The partial derivativesof altitude rate andvelocityrate appearingin equation(C-40)are defined
in equations(C-13)and(C-10),respectively:

o(E.) v oy oh (o39)
-5_ - g 0,_+0_
o(Ps) __ov v o9 oi_
0_ - g 0( + -_ --o_+ --o (o4o)

The derivatives of the force parameters, lift (eq. (1-111)) and drag (eq. (1-112)), are defined in sec-
tion D.1. The generalized derivatives of the normal force (eq. (1-113)) and the axial force (eq. (1-114)) are
presented in terms of the generalized derivatives of the lift and drag forces:

O(N)
0_ - cos_ OL
_- + sin_ OD _ (L sin _ - D cos a) as
_- _ (C-41)
0(A)
0{
_ OL OD _ (L cos a + D sin a) Oa
sin a -_ + cos a -_- 0_
(o42)

The body axis rates are defined in equations (1-9) to (1-11). The time derivatives of these terms are
defined in equations (1-115) to (1-117). These equations are used to derive the generalized derivatives of
the body axis rates and accelerations:

0#
0--(-_-
O(u) cos_cosZ5-T-
OV Vs:n_cos# 0a
N _ V _oso_sin fl _- (C-43)
o(,) ov oz
o_ - sin_ N + y Cos# 0_ (c-44)

o(_)
o-T = _i._ _osa ov
?-( + v cos_ cosa o_
y( - y sin_ sin_ o_ (c-45)
O-7

O(_) 1 {OX_
O - ._ kN cos_ OD OZ) - V sin_ cos_ Oq
-g-(+ si. _ -_ -_ + V sin_ O_
0-_

+(rsin#_qsinc_cos/3) -_
OV + [1 (D sin a + L cos a) - qV cos a, cos ]3] 0a
0_
o/3 00
+ (rVcos/_ + qVcosasinfl) --_ - gcos0 0--_
(c-46)

0(_)
(9_ - m1 \/'0]:r OY
0_ -_- +Vsino_cosp_- Op v cos_ cos# --Or
0
OV Oa
+ (p sin o_ cos # r cos _ cos/3) _ + (pV cos _ cos/3 + rV sin _ cos fl)
uq

o/3 o 00
- (pV sin c_sin/_ - rV cos _ sin/_) _-_ + g cos 0 cos _- - 9 sin 0 sin 0--_
(o4:)

46
 1 (00__%T
m -- sin _-
0D co_,_-_-
OL)_vsin/30p _ + v cos_ cos/38qo_

+ (qcoso_cos_-;sin_)-_-V - [-_(D cos a - L sin a) + qV sin a cos/3 I _

-_-

- (qV cos a sin t3 + pV cos 13) 0/3 0 00 (c-4s)

- gcos 0sin _- gsin 0cos

The outputs of various instruments displaced from the vehicle center of gravity are defined in equa-
tions (1-118) to (1-121). These equations define angle of attack, angle of sideslip, altitude, and altitude rate
instrument outputs. The generalized derivatives of the quantities are based on these equations:

0(_,i) (c-49)
--=
0f -Vy, Op
o-_+ xav Oq
of (qx_2py_) -- 5-( + Oa
OV o--(
0(_,d z_ Op x_ Or (rx_zpz_" _ OV Off
(c-50)
--=
0f y of + V o_ \ v2 ]-_ + o_
O(h,d o
Of - (--Yh cos COS0 + Zh sin cos 0)
O0 Oh
(C-51)
+(Xh cos0 + yhsinCsinO + Zh cosCsin 0) _ + 0---_

o
[()(Yh sin Coos0 + z.h cos Coos 0) + t}(y/_ cos Csin 0 - z h sin Csin 0)]

+ [- 0(_ sin 0 - u_sin cos0 - _ cos cos0) + _(U_cos sin 0 - _ sin sin0)]o0

0 00
- (yhcos cos0 - zAsin cos0) N + (x_ cos0 + yhsin siu 0 + _ cos sin 0)

+_- (c-52)

The generalized derivatives of bank angle rate, pitch attitude rate, and altitude rate with respect to the
dummy variable _ are defined in equations (C-10), (C-11), and (C-13), respectively.

The final set of observation variables is defined in equations (1-122) to (1-125). These equations, defining
total angular momentum and the stability axis rotational rates, are used to determine the generalized
derivatives of these quantities:

O(T) op Oq Or
(C-53)
+ (Iuq - r_:yp - Iuzr ) -_ + (/_r - I_p - Iy_q) -_

o(p_) op Or Oa
(c-54)
of _ cos_ -_ + sin a _-- (psin a- r cos a)_-

O(q_) Oq
(c-55)
of of
o(_) op Or

O( - sin,_gg -t- cos o_ _ + (-p cos a - r sin a) 0_ (c-56)

0_

47
r
L
APPENDIX D--EVALUATION OF DERIVATIVES

The generalized partiM derivatives presented in equations (C-l) to (C-56) contain partial derivatives of the
state variables, thrust forces, and total aerodynamic forces and moments with respect to the dummy variable
_. In this appendix, these partial derivatives are defined with respect to specific state, time derivatives of
state, and control variables. The derivatives of atmospheric parameters are also discussed.

D.1 Preliminary Evaluation

First, the partial derivatives of the state variables with respect to the state, time derivatives of state, and
control variables are considered. All partial derivatives of the state variables with respect to the state
variables are either equal to zero or unity. Thus,

Op Oq Or OV Oa Off 0 O0 0 Oh Ox Oy
O--p= Oq = 0---_= O----V: O--_ = O---fl= 0- = 0--0 = 0--_ : Oh--_= b x - Oy- 1 (D-1)

and all other derivatives of state variables with respect to state variables are equal to zero. The partial
derivatives of the state variables with respect to the time derivatives of the state variables (5' and _, in
particular) are equal to zero. This is also true of the partial derivatives of the state variables with respect
to the control variables.

Second, the partial derivatives of the aerodynamic forces and moments with respect to the state, time
derivatives of state, and control variables are evaluated. Using the definitions of the force and moment
coefficients presented in appendix A, the partial derivatives can be explicitly evaluated in terms of the
stability and control derivatives.

D.I.1 Rolling mornent derivatives.--

(D-2)
Op 2V
OL qSb_ C (D-3)

O__L_L_
qSb2ca (D-4)
Or 2V
OL
O----V= SbpVC_ + _SbCev (D-5)
3L
Oa - qSbCe_ (D-6)
OL
03 - qSbCe (D-7)

OL
O----h= 2 SbV_C_ Op + qSbCeh
-_ (D-S)
OL qSb_ C (n-9)
OL qSb2 C (D-IO)
-
OL
O_i - _SbCe_, (D-11)

49
PRECEDING PAGE BLANK NO_ FILMED
 D.1.2 Pitching moment derivatives.--

OM FTSb_d7
Op - _ _'_ (D-12)

OM__ _S_2Cm q (D-13)

Oq 2V
OM (tSb_
(D-14)
OM
OV - S_pVC_ + _IS_C_v (D-15)

OM FtSe c7
cga - 2V _ (D-16)
OM
0/3 - CTS_Cr_, (D-17)

OM
Oh - _ SW2Cm Op + _lS_Cmh
-_ (D-18)
03,I F1Se2
O& - 2V C_, (D-19)
031 (iSb_
(D-20)

OM
O_i - qS_C._, (D-21)

D.1.3 Yawing moment derivatives.--

ON _ gtSb_c,_p (D22)
Op 2V
ON qSb_
Oq - -_ ;nq (D-23)

ON (tSb 2
Or - 2V C'_T (D-24)
ON
OV - SbpVCn + qSbCnv (D-25)
ON
Oa - (ISbC., (D-26)
ON
03 - qSbC,_ (D-27)

ON
Oh - _ SbV2C'_ _Op + qSbCnh (D-28)

ON qSb_c
-_- 2V '_'_ (D-29)

ON qSb_ C
(D-30)
o3-
ON
06i - #SbC,_, (D-31)

5O
D.1.4 Drag force derivatives.--

OD _Sb C (D-32)
_--i-VD.
OD _Se C (D-33)

OD (tSb C (D34)
0r-5-i7 o_
019
O-"-Y :- S pVCD -_- gtSCDv
(D-35)
OD
- OSCD_ (D-36)
O_
OD
- OSCD_ (D-37)
o_

OD
O-h = _ SV2CD _Op + clSCDh (D-38)
OD c_S_C (D-39)
OD qSb C (D-40)
o_ - _Y o_
OD
08i CtSCD_
(D-41)

D.1.5 Sideforce derivatives.--

OY OSb C (D-42)
lop -- "-_ YP

OY _ qS_ Cy q (D-43)
Oq 2V

OY _ glSb Cy _ (D-44)
Or 2V
OY
O---V= SpVCv + qSCYv (D-45)
OY
lOa qSCy=
(D-46)
OY
(D-47)
o---_= _scv,

OY
Oh - 1 SV2Cy Op -t- qSCy
-_ h (D-48)

OY _Se C
Od- 2-V v_ (D-49)

OY clSb C
(D-50)

OY
(D-51)
O_i _tSCy_,

51
 D.1.6 Lift force derivatives.--

OL @SbC
- KV (DS2)
cOL _S_ _ (D-53)
N- 2--V
cOL qSb C
Orr - _ Lr (D-54)
cOL E

-- Sf)VCL -1- (_,-.,CLv (D-55)

cOV
OL
OOl qCCL_ (D-56)
OL
COG- qSCLz (D-57)

COL
Oh - 1 SV2CL _cop + (tSCLh (D-58) =

cOL 4S_ C =

cO& - _ La (D-59)

cOL 4Sb C
cOj- _-_ L_ (D-60)
cOL
cOSi -- 4_CL6i (D-61)

Next, the partial derivatives of the powerplant-induced forces and moments with respect to the state,
time derivative of state, and control variables are considered. The partial derivatives of the powerplant-
induced forces and moments are assumed to be zero except for moments taken with respect to the body
axis rates (p, q, 7"), moments and forces taken with respect to the velocity and velocity orientation terms
(V, a, fl), and forces taken with respect to the control variables. These terms, assumed to be nonzero, are
taken as primitives and not evaluated further. Thus, using Fp to represent a powerplant-induced force (XT,
"fiT, and ZT) and 2_[p to represent a powerplant-induced moment (LT, _[T, and ART),

cOp - O----q-- COt. - CO cO---O-- cO cOt, - cOx - cOy -0 (D-62)

cO_ - cOO - cO_ - Oh - COx 0----_- 05---_

- = 0 (D-63)
an d

op; coF;oF; cot; OM; COM;OM; OM;

---,
CO V _,
Oc_ coil , 0 5_ , COp , CO
q , Or , CO
V , Oc_ ,and _-fi
are taken as primitives and not evaluated further.

The final set of partial derivatives to be discussed are the derivatives of atmospheric parameters with
respect to the state, time derivative of state, and control variables. In this report, all atmospheric parameters
are assumed to be functions of altitude only. Thus, except for

OT Op O# Op_
Oh' 0--' O---h_'and Oh'

all derivatives of ambient temperature, density, viscosity, and ambient pressure are assumed to be equal
to zero. The nonzero quantities listed previously are dependent on an atmospheric model. Clancy (1975),
Dommasch and others (1967), Etkin (1972), and Gracey (1980) present discussions of atmospheric models.
In this report, the quantities will be taken as primitives and not evaluated further.

52
D.2 Evaluation of tile Derivatives of tile Time Derivatives
of the State Variables

The generalized derivatives of the time derivatives of the state variables are defined in appendix C, equa-
tions (C-1) to (C-15). In this section, these generalized derivatives are evaluated in terms of the stability
and control derivatives, primative terms, and the state, time derivative of state, and control variables. In
this section, the notation c9(_i)/Oxi is used to represent the more correct notation Ofi/cgxj that is employed
in the discussion at the beginning of section 3. This notation is used because there is no convenient no-
tation available to express these quantities clearly--particularly not the usual notation employed ill flight
mechanics texts such as Etkin (1972) and McRuer and others (1973). The notation tha.t defines quantities
such as Lp = c9(fi)/Op and }Vlq = c9(gl)/0 q is misleading in this context because the definitions of those terms
(such as L;, Mq) are based on assumptions of symmetric mass distributions, symmetric aerodynamics, and
straight and level flight, and additionally do not include derivatives with respect to atmospheric quantities.

D.2.1 Roll acceleration derivatives.--

0(i)) 1 VtSb 'I bC OLT 03JT (-.95'rT

Op det I "_0 (. 1 fP "]l- Z2c'Cmp "J- [35Cnp) "J- _ J- _ J- 6_l--_

- 2p0(I_J2 - I_yh) + qo(I_J1 - IwI2 - D_h) - %(L_5 + D_h - z_5)] (D-64)

O(/)) 1 qSerr bf , OLT O_IT 0NT

Oq det I 2-i_0t_,_,, + beck, + I_bc_)-N-q + W + 0--_

+ Po([xz[i -- IyzI2 - DzI3) + 2qo([yz[1 - IxuIa) - ro(DJ_ - IxyI2 + [xzla)] (D-65)

0(/)) 1
Or
m

det I
[_,:_o(IlbCa +/2eCm_ + IabC,_,.)+ O_T
---_-r + OM_r
---g-_r + O_VT
0-"7

- po(l_y[1 - Dyh - IyzI3) - qo(DJ_ - Ixvh + I_,.I3) - 2ro(IvzI_ - IxJ2)] (D-66)

0@) 1
0V
m

det I IiSb(pVoCe + qCev ) + [2S_(pVoCm + _tCmv )

oL_ + oM_ + ox_] (D-67)

+ I3Sb(pVoC,, + &_C,,v) + 1_ _ I2 -_- I3 _j
0(p) 1
0a det I FIS(IlbC&, + [2eCm_ -b I3bCn_) OLT + 12 T_
+ I1 -_a OMT + h ONT]
oa ]
(D-6S)
0(fi) 1
w

OS(hbC_, + hec_ + hbC,_) OL T + h -_-

+ h -_ OMT + h ONT ]
Off J
(D-69)
0fl det I

0(p) _ 0 (D-V0)
0
0(p) _ o (D-71)
00
off,) _ o (D-72)
o,
o(_) s

w

Oh det I [Ilb(_17o2C_ cop (_Vo2Cm OD

(D-73)

53
 aU,) -0 (D-74)
Ox
0(_) =0 (D75)
Oy
0(i,) (D76)
O& 2Vo det /(ZlbC_ + hec,._, + z3bc,,_)
a(_) qSb
(D-77)
2Vo det i (hbCgi3 + I2_Cmi3 + I3bCni_)

qsi(_r, bcg_, + heG,,_, + &bC._,) (D-78)

06i dct

D.2.2 Pitch acceleration derivatives.--

0(,)) 1 qSb I bC OLT OMT ONT

Op det I _0 ( 2 _, + I4eC,np + IsbCnp) + I2 -o-y I4 --_-_-p + Is -ap

- 2po([_:z[4 - I_vIs) + qo(I_,I2 - IvJ4 - DJs) - ro(IxvI2 + DyI,, - Iv_Is)] (D-79)

0(4) 1 [(1S_.ci ,.,._, OLT O3IT O]VT

Oq det I [ggo t _u,_eq + hec.,q + lsbC,_q) + 12 _ + LI -_q + Is O----q-

+ po(L=h - l_,Z4 - rids) + 2qo(I_,I2- I_ds) - ,'o(D_I2- I_h + l_,&)] (D-80)

o(4) 1
Or det I [_ o (hbC& + hgCm. + I5bCnr) OLT + h _OMT
+ h -_r + 15 ONT
0---_-

- po(Gyh - Dyh - I_,Is) - qo(Dxh - Ixyh + L:Js) - 2ro(/v_h - Ixz/4)] (D-81)

0(0) 1
w
OV dot I hSb(pI4Ce + qCtv) + QSa(pVoCm + qCmv)

oLs OMT 0NT l (D-82)

+ IsSb(pVoCn + qC. v ) + I2 _ + h _ + 15 _j
0(0)
0_ det1 I [ qS(I2bCG + I4eCmo + Isban_) + I2 _OLT + I4 _O.[I,[T + I5 --_
ONT] ] (DS3)
0(0)
+ &be.,,) + h _OL_ + h -5-Y
qS(hbC_,+ Z4eCm,, O_s+ & -_J
ONTl (D-84)
Off det I
= o
0(0___2) (D-85)
0
0(4__2)= o (D-86)
0o
0(,-;,)_ o (D-87)
ae
0(0) s
Oh det I [I2b(_V2C, Op'-_-{- (tCgh) +14c.(1V'2Cm Op-_-'_-'[- qCmh)

1 2
+ &b(_v6 c,_ ap (D-88)
0(4)
OX
(D-89)

5.|
 (D-90)
a(_--!
=o
Oy
0(o__2)
_ (D-91)
q_c f(hbC_ a + [4cCma + IsbC_a)
0_ 2Vo det
o(_) qSb "I bC (D-92)
"21_o'_et [1" 2 ! k + I4cCrn b + IsbCnb)
o#
(D-93)
(_--2
_ ,#-/hbc,, + _r4_c,,,,,
+ IsbC,,,,)
O6i cte_ _ '

D.2.3 Yaw acceleration derivatives.--

o() 1 [_lSb,f bC OLT OMT ONT
deti[_oo ( 3 _,+Is_C._p+I6bC'_p)+h-_p+IS--_p+Ie'op
0p
- 2po(IxzI5 - I,:vI6) + qo(I_zI3 - IyzIs - D_I6) - ro(I=J3 + Dv/s - I_zla)] (D-94)

OLT OMT ONT

o(+) 1
- _[_(I3bCG+I5_Cmq+I6bC_q)+I3--_q +I5 _-q +I6"Oq
Oq det I LzvO
+ po(l=13
- ly_15
- z)z16)
+ 2qo(&_&- I_16)- To(mJ3- I_15+ l=r6)
1 (m95)
ONT
o() 1 FEtSb- b OLT OMT
Or d_tI [EVo/& ce_ + ,rs_Cm_+ [_Cn_) + 5 _ + I_ _ + I_ --Or
- po(I_Ja + D_,I5- I_,_I6)- qo(D_&- IxJ5 + I=I&
(D-96)
- 2_o(I_zI3- z=Isi]
o()
OV det1 I [IsSb(pVoC_ + CIC_v) + [sSS(pVoCm + qCmv)

(D-97)
+ &Sb(pVoCn+ qc,_v) + h __ aNT]
o_IT z6-oV-j
+ z5-O-V-+
o() (D-98)
Oa acti I [OS(I3bC_o + IseCm_, + I6bCn_,) + I3 _OLT + I5 OMT
_ + 0NT]
I6 ---_-_-]

o(+) (D-99)
detl I [flS(hbC_ + IseCm o + I6bC_o) %__LflT
+ h -- 03_/T + I6 -_--]
+ Is --_ aNT]
o_
(--!= o (D-100)
o
=o
0(--2 (D-101)
O0
o() = o (D-102)
o_
o() s
Oh det I
-_ + -_ + <"0
(D-103)

=o
0(---2) (D-104)
Oz
=o
0(--2 (D-105)
Oy

55
 o(i-)
qSe (I3bCe_, + IseCr_ + IBbCn_) (D-106)
0,_ 2V0 det I
o(,'.)
qSb (i3bCei_ + Is_Cm_ + IBbC,b) (D-107)
217o det I

giS (IabCe6, + IseCma, + [6bC,% ) (D-108)

0,5i det I

D.2.4 Decoupled roll acceleration derivatives.--

(ISb 2 ,._ OLT

Op 1-,: Op Ixyro + Ix_qo] (D-109)
O(f)') 1 ros<_ OLT
N = KtVigo_ + + G_po+ _[_qo + ,.o(r_- &)] (D-110)
O(fo') 1 [_lSb2,_, OLT
Or I_L2Io -- o--Si7yw e,. + -- Or _ [zyPo + qo([y - Iz) - 2Iu_ro ] (D-111)
oo;')
OV &i Sb(pVoCe + _tCev) OLT]
+ -_-j (D-112) !

o0;')
0Oz i ((tSbCg_ + OLT_ (D-11a) 7

o0;') 1

o3 (D-114)
o0;') -0
o (D-115)
o(,;,)
(D-116)

(D-117)

(D 11S)

Oz (D-119)
o(p) -0
Oy (D-120)
o(p) qSb_
oa - 21,%L: Cea (D-121)
o(p) qSb 2

o_ - _ og_ (D-122)
o(P)
O& -- q-_xbCQi (D-123)

56
D.2.5 Decoupled pitch acceleration derivatives.--

(D-124)
o(O')Op- _ L-Y_ol
Cmv[(tSb_
+ OMTo___p_
2[_po - [u.qo++ ro(lz - I_)]

(D-125)
O(O')
Oq - I ((ISg2c
_!ry -_o m+ + OMT
_ + Izyro - ZyzPo )

(D-126)
0(i1' ) l [glSb6. OMT ]

(D-127)
0(0')
--_= _1 [S_(pVoCm + qCmv) + M+l
OV J

(D-128)
0(0')
--Oa 1 ( gtS gC m _ + 02I_IT_
= -_u _ ]

o(o')_ 1 OM_) (D-129)

gtSeCm_ + --_--2

o(0') -0 (D-130)
o
o(0') -0 (D-131)
O0
o(o')
---0 (D-132)
o
0(09 (D-133)
Oh - % _
o(o') -0 (D-134)
Oz
o(o') -0 (D-135)
Oy
0(09 c+se_ (D-136)
Cma
oa 2_/o%
0(09 qSbe C (D-137)

o(0') os_ C (D-138)

o_---_-.-% m+,

D.2.6 Decoupled yaw acceleration derivatives.--

(D-139)
ov - _1 [c_Sb
o(e) 5-fro
2c_" + _ + 2_%po+ q0(I+- %) + %z,'o
O( i,') 1 r qxbe ONT
(D-140)
- g + -_q + po(Z_- %) - 2f_qo - _%+,'o]

(D-141)
0(')0r-L-zl ( qSb2-_o
Cn_+ ONT--Ixzq+[Y_P)Or

= 1
O( '____J
OV Iz _ [Sb(pVoCn + _C,w ) + OX+l
--o-i-/-J (D-l,12)

57
 a(') _ 1 {'(ISbCn_, + ONT_ (D-143)
8a I: t, --G-a-_)
o(') (D-144)
a_ 77
] (_SbCn_\ q- ONT)

a(') _ 0 (D-145)
o
a(')
-- -- 0 (D-146)
O0
a(')
-- -- 0 (D-147)
a
a(')
& Wc. y+ocn_ (D-HS)
Oh
a(')
--
Ox
-- 0 (D-149)
a(') 0 (D-150)
Oy
a(') 4Sb_
2 VoI_ C_
(D-15i)
8&
a(') qSb 2
(D-152)
ok-
o(') _5 c (D-15a)
O& - I. ';_i

D.2.7 Total vehicle acceleration derivatives.---

ado _Sb
cos/30 Cnp + sin/30 Cyp) (D-154)
as, - 2,-Vo_
(-
o(?) _ qse (_ (D-155)
COS/30 CDq nt- sin/3o Cyq)
Oq 2Vorn "
ado _Sb
- iVoo_(- cos/30 Co, + sin/3o CYr ) (D-156)
01"

O('(_") 1
8V m - Scos/3o (pVoCD + qCDv) -_ S sin/3o (pVoCy + 0CY_)

oxs (D-157)
+ cos ao cos/3o _ + sin ao cos/3o -_ + sin/30 0V ]

0o_ m -- qS COS/30 CD, OC qS sin/30 CYa + cos ao cos/30 Oa

OXT

OaT OYT
+ sin ao cos/30 _ + sin/30 _ - XT sin ao cos/30

+ Zm cos ao cos/3o + rag(sin 0o sin ao cos/30 + cos 0o cos o cos ao cos/3o)[ (D-158)
J

58
 If

- _/_s(- co_oco,+_ngoCo+_,ngo
CY_+_o_oc_)
0XT 8ZT 8YT

+ cos ao cos _o _ + sin ao cos/30-fff + sin/_o 8fl

- XT sin/30 cos ao -- ZT sin ao sin/30 + YT cos flo
1

+ rag(sin 0o cos ao sin/30 + cos 0o sin o cos/30 - cos 0o cos o sin cto sin flo)/ (D-159)
,J

-- - g(cos 0o cos o sin _o - cos 0o sin o sin C_ocos/30) (D-160)

8
o(v) _ g(- cos Oo cos ao cos/30 - sin Oosin o sin/50 - sin 80 cos o sin ao cos/30) (D-161)
00
o(?) (D-162)
0
o
0(?) _ Op
(D-163)
oh _- _+
a(t) (D-164)
cox
a(?) (D-165)
Oy
a(#)
qS_' (__ COS/_0 CDa + sin flo CYa) (D-166)
8& 2Vom"
o(% _ #tSb ( (D-167)
o_ Q_700m, -- cos/_0 CD_ + sin _o Cy_)

a(?)
_-(- cos/3o CD6i + sin/3o Cy_i )
8,5_

+ --1 ( cosao + sin/3o + ozs_ (D-16S)

m cos_o_OXT 69YT _i__o cos/_o-377]

D.2.8 Angle-of-attack rate derivatives._

o(a) qSb
(D-169)
8p - 2V02m cos/50 CLp - tan 3o cos ao
O(&) qSe
(D-It0)
Oq _ 2V_mcosfloCLq,, + 1.0
0(_) qSb
(D-171)
_F - 2Fk2m
cos/_oCL,o - tan/3o sin ao
o(_)
__ --_ _
OZT OXT
1 [s(VpCL + qCLv) -- cOSaO _ + sinao 017
OV mVo cos flo

+ V--7[-glSCL + ZT cos a0 -- XT sin o: 0

- tj

+ rag(cos 0o cos o cos ao + sin 0o sin a'o)]_ (D-172)

)

59
 a(&)
1 [ OZ T OX T
0o: mVo cos/30 _gtSCL_' - cos C_o _ + sin C_o _ + ZT sin o'o + XT cos ao
+ rag(cos 0o cos o sin ao -- sin 0o cos ao)

+ tan/3o (Po sin ao -- ro cos ao)[ (D- 173)

o(_)
1 ( OZT OXT
o/3 rnTv})cos 13o_ (tSCL_ - cos C_o--_ + sin C_o 0---fi-
- tan/3o [-OSCL + ZT cos a'o - XT _in ao

+ rag(cos 0o cos o cos C_o+ sin 0o sin a'o)]}

1
cos _/3o (Po cos C_o+ ro sin ao) (D-17d)
o(_) g cos 0o sin o cos ao (D-175)
o Vocos_o
o(_,)
O0
g (sin 0o cos o cos C_o- cos 0o sin _o) (D-176)
Iiocos3o
o(_) -0 (D-177)

Oh mVocos3o V2CL -0--

+ qCi_ (D-]78)
o(_)
O= (D-179)
o(_)
(D-180)
qS_
Vo2mcos/3oCL_ (D-181)
clSb
2Vo2m cos ,30 CL_ (D-182)

oxz]
05i 1
mVocos3o -_SCLe, + cos O'o 0ZT
--06, - sin C_o "-_6i J
(D-lS3)

D.2.9 Angle-of-sldesllp rate derivatives.--

0(3) _tSb . .
- 2Vo-_m (sin/3o CDp + cos/3o Cvp) + sin O_o (D-184)
Op
0(3) OSe
- 2Vo2m(Sin/3o CDq + cos/3o Cyq) (D-185)
Oq
0(3) clSb ,. ,_ ,._
--or_ = _(sm _o _D, + cos_oCy,) - cos_o (D-186)
_Vd,n

6O
 -.-

a(a)
OV m 1Vo [Ssinflo (pVo + 4CDv) + Scos/3o (pVoCy + (]CYv)

O XT (YYT 0 ZT ]
- cos ao sin/3o --_ + cos flo _ - sin ao sin flo --_]

1 [qS(sin/3o CD + cos flo Cy) - XT cos ao sin flo

m Vff
+ Vr cosflo - ZT sin ao sin flo] (D-187)

o(j)
1 [ qS(sinflo
mVo CD_ + cosflo Cy_) - cos ao sinflo _OXT + cosflo OYr
0a
OZT
- sin % sin flo _ + XT sin ao sin flo -- ZT cos % sin flo

-- my(sin 0o sin ao sin flo + cos 0o cos o cos ao sin flo)]

+ Po cos C_o+ ro sin ao (D-188)

o(_)
Off mVo qS[sinflo (CDfi -- Cy) -t- cosflo (CD + Cyfi)]

0YT sin % sin flo

OJ_:r + cos flo O----f--
-- cos ao sin flo -- OZT
Off
-- XT cos ao cos flo -- YT sin/30 -- ZT sin ao cos flo

+ my(sin 0o cos _o cos flo -- cos 0o sin o sin flo -- cos 0o cos o sin % cos rio)} (D-189)

(D-190)
0(/)_____)
= _-_ (cos 0o cos o cos flo + cos 0o sin o sin ao sin flo)
o

o(3_2)o0
= _( _o_0ocos_o_n #o- s_n0os_nocos#o
+ sin 0o cos o sin ao sin rio) (D-191)

o(_) _ o (D-192)
o

_-#+ (D-193)
0(j__)) lvo2C D Op + qCD_ +cos_o (1VdCv Op (TCy.)]
Oh - S
mVo [sinflo -ff_

O(j) _ 0 (D-194)
Oz

O(j) _ 0 (D-195)
Og
0(_) (IS_ . (D-196)
O_ 2v-_m(sin_ocD_+ cos9oCy_)
o(_) (D-197)
._ (sin flo CD_ + cosflo Cy_)
O) - zvdm
o(j) OXT OYT

06_ mVo 1[ qS(sin flo CD6, + cos flo CY_ i -- cos _o sin flo -_/ + cos flo 06i

oz_ 1 (D-]9S)
- sin ao sin flo --_-/j

61
 D.2.10 Roll attitude rate derivatives.--

-1 (D-199)
8p

- sin o tan Oo (D-200)

8q

8r (D-201) =

ov (D-202)

-0 (D-203)
8_

-0 (D-204)
o3
- qo cos o tan Oo - ro sin o tan 0o (D-205)
8

ae - qo sin o sec 2 _o + ro cos o sec 2 0o (D-206)

-0 (D-207)
8_

oh (D-208)

8x (D-209)
0(4,) -0
8y
(D-210)

-0 (D-211)
o_
-0 (D-212)
o_
=0 (D-213)

D.2.11 Pitch attitude rate derivatives.--

a(o) _ 0
Op (D-214)

8(0)
-- COS _)0 (D-215)
Oq

- sin o (D-216)
Or

o(o) _ o
8V (D-217)

;2
 o(o__))
=o (D-218)

0(0---2)= 0 (D-219)
09
o(#)
-- -qo sin o - ro cos o (D-220)
o
=o
o(0--2) (D-221)
oo
(0--!)
=o (D-222)
0
o(#) _ o (D-223)
oh
o(_) _ o (D-224)
Ox

=o
o(0--2) (D-225)
Oy

o(_) _ o (D-226)
oa
o(o) _ o (D-227)

= o
(--2) (D-228)
0,5_

D.2.12 Heading rate derivatives.--

o() -0 (D-229)
Op
0()
- sin &o sec Oo (D-230)
Oq
0()
- cos 6o see Oo (D-231)
Or
0()
-0 (D-232)
OV
o() -0 (D-233)

0()
-0 (D-234)
0Z
o(_;) (D-235)
- qo cos 0o see Oo - ro sin o sec Oo
o
o(_) (D-236)
- qo sin o see Oo tan Oo + ro cos o see Oo tan Oo
oo
o() -0 (D-237)
Oh

63
 o(_) _ o (D-238) :
(gz

o() _ o (D-239)
egg

o(_) _ o (D-240)
o_ [

o(_) _ o (D-241)
oa
o(_) _ o
05i (D-242) :

D.2.13 Altitude rate derivatives.--

0(t0 _ o (D-243) _
Op

O(t_)_ o (D-244) -
oz
a(h) _ o (D-245) -
Or
a(h)
- sin 0o cos flo cos ao - sin o cos 00 sin/3o - cos o cos 0o cos flo sin ao (D-246)
OV
o(t_)
- -Vo(cOS flo sin So sin 0o + cos flo cos So cos o cos 00) (D-247)
Oa
o(t0
- -Vo(sin flo cos So sin 00 + cos flo sin o cos 00 - sin flo sin o'o cos o cos 00) (D-248) Z
o3
o(h)
- -Yo(sin/30 cos o cos 0o - cos/_o sin So sin o cos 0o) (D-249)
o
ado
ae - Vo(cos flo cos So cos 0o + sin flo sin o sin 0o + cos flo sin O'o cos _o sin 00) (D-250)

o(iO _ o (D-251)

a(/,) _ o
Oh (D-252)

ado _ o
Ox (D-253)

o(i_) _ o (D-2.54)
8u

ado _ o
Od (D-255)

o(i_) _ o (D-256)
o3
ado _ o (D-257)
05_

64
D.2.14 North acceleration derivatives.--

-0 (D-258)
Op

-0 (D-259)
Oq

-0 (D-260)
Dr
a(:_ )
- cos/30 cos ao cos 0o cos o + sin/3o (sin o sin 0o cos o - cos o sin o)
OV
+ cos/30 sin ao (cos o sin 0o cos Co + sin o sin o) (D-261)
a(:_)
- Vo[ cos/30 cos ao (cos &o sin t_ocos _bo + sin o sin o) - cos/3o sin so cos t_ocos _bo] (D-262)

8(:_-)
- Vo[ cos/30 (sin o sin 0o cos o - cos o sin _'o) - sin/30 cos _o cos 0o cos o
o/3
- sin/30 sin ao (cos o sin eo cos o + sin o sin o)] (D 263)

- Vo[ sin/3o (cos o sin 0o cos o + sin o sin g'o)

+ cos/30 sin Veo(cos o sin _o - sin _o sin 00 cos o)] (D-264)

- Vo( sin/3o sin o cos 0o cos _bo- cos/3o cos C_osin 0o cos _bo

+ cos/3o sin c_ocos o cos Oo cos o) (D-265)

0-7-_--= Vo[ - cos/30 cos C_ocos 0o sin o - sin/30 (sin o sin Oosin o + cos o cos o)
- cos/3o sin ao (cos o sin 0o sin o - sin o cos o)] (D-266)

o(_) _ o (D-267)

o(_) _ o (D-268)
8x
O(_) _ 0 (D-269)
Oy

o(_) _ o (D-270)
rga

o(_) _ o (D-271)
0/3
o(:_) _ o (D-272)

D.2.!5 East acceleration derivatives.-

0(/'--2) = o (D-273)
Op

o(i/) _ o (D-274)
Oq
o(_) _ o (D-275)
Or

65
 c.3(_)) _ cos 0o sin _/'ocos/3o cos a'o + sin/3o (cos _bocos _bo + sin gSosin 0o sin _o)
8V
+ cos/30 sin a'o (cos _bosin 0o sin _bo- sin _bocos _bo) (D-276)

0(____)= Vo[ cos/3o cos C_o(cos _bosin 0o sin g'o - sin _bocos _bo)
0c_
- cos/_o sin O_ocos 0o sin _bo] (D-277)

- Vo[ cosflo (cos qSocos _o + sin _bosin 0o sin go) - sin/3o cos a'o cos 0o sin _bo

- sin/3o sin C_o(cos _bosin 0o sin g_o - sin q5o cos _o)] (D-278)

- Vo[ sin flo (cos 4)0 sin 0o sin _o - sin _bocos Ibo)

- cos/3o sin c_o (sin qSosin 0o sin _bo+ cos qSocos _bo)] (D-279)
o(_))
- 1Io( sin flo sin _bocos 0o sin _o - cos/3o cos ao sin 0o sin _bo
00
+ cos _o sin C_ocos 0o cos 0o sin _bo) (D-9_80)
- Vo[cos/_o cos ao cos 0o cos _bo- sin/30 (cos _o sin g'o - sin q5o sin 0o cos _'o)

+ cos,_o sin _o (cos 4)o sin 0o cos g'o + sin $o sin _bo)] (D-281)

0(#) _ 0 (D-282)
Oh

o(_) _ o (D-2sa)
Ox

= o
(_----2) (D-2S4)
0v

o(,)) _ o (D-28s)
8&

o(_) _ o (D-286)
o3
o0)) _ o (D-2S7)
0(5;

D.3 Evaluation of the Derivatives of the Observation Variables

........ Tim generalized derivatives of the observation variables are defined in appendix C, in equations (C-16) to
(C-56). In this section, these generalized derivatives are evaluated in terms of the stability and control
derivatives, primative terms, and the s_ate, time derivative of state, and control variables.

D.3.1 Longitudinal kinematic acceleration derivatives.--

OSb (
2V-_ora'- cos ao CDv -b sin C_o CLp)
(D-28S)
0(a_,k) qSe (_ (D-289)
Oq 2Vogom" cos ao CDq + sin ao CLq)
O(_x,_) qSb .
(D-290)
Or 2V--_om (- cos ao CD_ + sin eto CL_ )

66

==
 0(ax,k) 1 (D-291)
--S cos ct0 (pVoCD -_-(1CDv) --1-_ sin ao (pVoCL + c]CLv) + "-O--_J
OXT ]
OV gore
O(ax,k) 1 (D-292)
Oa gore
{0S[-cosao (CD,_ - CL) + sinao ox ;
(CL_ + CD)] + --_-j

c0(ax,k) 1
Off gore
[qS(- cosao CD_ + sin ao CLz) + X
0fl lJ
(D-293)

O(a_,k) _ 0 (D-294)
0
0(az,k) _ _goose (D-295)
00 go

O(az,k) _ 0 (D-296)
o
0(ax,k) 1 (D-297)
Oh gom

O(ax'k) -- 0 (D-29S)
8Z
O(ax,k) _ 0 (D-299)
Oy

0(_,k) _Se ( (D-300)

0& 2V-_om -- COS C_0 CDa -_-sin Cto CLa)
O(a_,k) % (D-301)
0) 2Vogom (- cos C_oCoo + sin _o CL/_)

0(a_,k)
08i
1
gore
[qS(- cos c_o CD_, + sin _o CL_, ) + --_/j x l (D-302)

D.3.2 Lateral kinematic acceleration derivatives.--

O(ay,k) glSb
(D-303)
Op - 2Vogom CYp
0(ay,k) qSc (D-304)
Oq -- 2Vogom CYq
O(ay,k) _Sb
--Cy r (D-305)
Or 2Vogom

O(ay,k)
OV
1
gore (SpVoCy + gtSCy v + -_] (D-306)

O(ay,k) 1 qSCyo + --O--a

] (D-307)
Oe_ gore

0(ay,k)
Off 1
gore (OSCy + --_-] (D-30S)

O(ay,k) __ g cosOocoSO (D-309)

0 go
O( ay,k ) _ _ g__.
sin 0o sin o (D-310)
O0 go

0(ay,k) _ 0 (D-311)
o_

67
 + QSCyh) (D-312)
Oh gore

6_(ay'k) = 0 (D-313)
Ox
0(ay,k)
_=0 (D-314)
8y
O(au,k ) FISC
Cy_ (D-315)
O& 2Vogom

0(amk ) _Sb Cy_ (D-316)

0j 2Yogom
)
O(ay,k.__.__._ 1 ( OYm "_ (D-317)
06i - gore \_SC'_ + --_-i J

D.3.3 Z-body axis kinematic acceleration derivatives.--

O(a:k) _tSb , .
(D-318)
Op 2V_oqom (sin so CDp + cos a0 CLp)

O(az,k) qSe ..
(D-319)
Oq 2V--a-_n-qnm
(sin so CDq + COS O_0 CLq)

O(az,k) qSb , .
"V--'_ {,sin so CD_ + COS t 0 CLr )
(D-320)
OF z _ ogom
(_9(az,k)
OV 1
gore
[S sin ao (pVoCD Z l
+ CtCDv ) + S cos C_o(DVoCL + ClCLv ) -- -0V'-J (D-321)

O(_,k) _ c7S [sinc_o(CD_--CL)+COSao(CL_ +CD)]+ 1 9ZT (D-322)

Oa gore gore Oa
O(a_,k)_ OS- 1 OZT
_- (sin so CDz + cos ao CL_) + (D-323)
O_ gore gore Off
O(az,k) --
fig- cos 0o sin o (D-324)
o go
0(._,k) g---sin 0o cos o (D-325)
c90 go
O(az,k) _ 0 (D-326)
0"_,

0(a:,k)
Oh
__ _[ 1
gore
sin so (1 SVo2CD _ + gtSCDh ) + cos C_o (D-327)

O(a=,k)= o (D-328)
Ox

0(_z,k! = o (D-329)
ou
O(a_,k_:__=)
_ - qS_ (sinsoCDa + cosao CLa) (D-330)
O& 2Vogom
0(az,k) qSb , .
(D-331)
o--f- = 2V-_omw_c_, + _o_oC_)

O(az,k)
05i
_ 1
gore
[0S(sin ao CD,, + cos so Cb6, ) - oz ]
--_-/j (D-332)

68
D .3.4 x body axis accelerometer output derivatives.--
ctSb ( (D-333)
2Y-_om "- cos(toCDp + sin (to CLp)
qXa (D 334)
(-- COS aO CDq + sin ao Caq)
2 Vogo m

CTSb (- cos ao CD_ + sin (t0 CL_) (D-335)

2Vogom
1 (D-336)
gore
1 (D-337)
gore
1
(D-338)
go m

(D-339)

(D-340)

(D-341)
Op
,[
g0 m
cos (to (1SVo2CD Op + qSCDh)
_-_ +sin(to(1SVo2CL-_--h +(tSCLh)]
(D-342)

(D-a4a)

(D-344)

(D-345)

(D-346)

(D-347)

D.3.5 y body axis accelerometer output derivatives.--

c)(ay) _ qSb C (D-348)

-
0(%) qSe C (D-349)
Oq 2V---_om Yq
8(%) qSb (D-350)
Cy_
Or 2Vogom

O(av)
OV gom
I (SpVoCy q-- qSCy v -1- -_7-J
(D-351)

69
 (D-352)
gore qSCy, + --_ I

o9 gO m 1 ( qSCy# -i- ---_-]

(D-353)

8(a_) _ o (D-354)
84)
O(a_) _ 0
80 (D-355)

8(a_) _ o (D-356)
8_
a(ay) 7

Oh go Wt
(SVo C
p
-ffi + 4SCy_ ) (D-357)

8(a_) -0 (D-358)

-0 (D-359)
Oy
8(%) 4Se
O_ 2Vogo rn Cva (D-360)

8(a_) qSb
2 Vogo 77-t Cy_
(D-361)

O(a_)
1 (()k_)
gora qSCy_, + --ff-_[] (D-362)
05i

D.3.6 z body axis accelerometer output derivatives.--

O(az) qSb ,.
(D-363)
Op - 2V--_om ksm ao CDp + COS (_0 FLy )

o(a_) 4Se ..
(D-364)
Oq -- 2V-_-om (sin ct 0 CDq -t- COS a' 0 Cbq )

O(a_) qSb ,.
Or - 2V_.qom(SmaoCD_ + cos c_o CL_) (D-365)

O(az)
OV - goml [S sin ao (/)VoCD + (tCDv) -1- ,_c cos a, 0 (DVoCL + qCLv ) - oz ]
_] (D-366)

O(az) i
(D-367)
Oa gore {qS[sin ao (CD_ - CL) + cos C_o(CL_ + CD)] - --0ZT}
Oa
o(._)
83 - gore [(_S(sin a'o CD, + cos a_o CL,) ozT]
- --_-j (D-368)

O(a_ --0 (D-369)

0
O(a_
--0 (D-370)
O0
o(_) --0 (D-371)
o_,
O(.z)
Oh go,nl[sina(_ SIffCDOp_ + (]SCDh) + cos ao (lkZSI,_2C L Op + (]SCL,,) ] (D-372)

70
 O(a_)= 0 (D-373)
Oz
O(a_)_ o (D-374)
Oy
O(az)_ _s_ (sin ao CDa -t- cos c_0 CLa )
(D-375)
0& 2Vogom
(D-376)
O(az) qSb (sin _0 CDb -t- cos 0_0 CL#)
Off 2Vogom
(D-377)
O(az)
06i
1
gore
[0S(sin ao CD6, + cos ao CL6, zTt
) -- --_-/]

D.3.7 Normal accelerometer output derivatives.--

O(an) _Sb (D-378)

(sin so CDp + cos ao CLp)
Op 2 Vogo m
a(_,,) C_S_ (D 379)
(sin ao CDq + cosao CLq)
oq 2Vogom
0(a,,) _Sb , . (D 380)
OP
2V-_anm[Sm ao Cmr + cos So CLr)

O(a.) 1 (D-381)
sin So ( S pVoCD + qSCDv ) + cos ao ( S pV'oCL -t- (TSCLv) -- --_-]
OZT]
OV gore
O(a.) 1 (D-382)
Oa gore
{OS[sin ao (CDo - CL) + cos ao (CL_ + CD)] oz
_ ;]

a(a,,) 1 OZT ] (D-383)

(]S(sin o_0 CD_ + cos ao CL) -
0t3 gore

O(an) _ 0 (D-aS4)
o
O(an) _ 0 (D-385)
80
O(a,,) _ 0 (D-386)
o_
O(a,) 1 Op
(D-387)
Oh [sinao(_SVo_CD Op_+ {SCD0 + cos c_o(2SVo2CL-_+e]SCLh)]
go m

a(_) -0 (D-388)
Oz
o(_,,) -0 (D-389)
8y
a(_,,) gTS_ . .
-_ _smao CDa + cosao CL_) (D 39(1
0& 2Vogo m "
0(an) (D-391
OSb (sin Ct0 CDb -_ cos o_0 CLB)
2 Vogo m

(D-392)
05i
1
gore
[qS(sin ao CD6, + cos ao CL_i ) - Z l
--_-/]

71
 D.3.8 Derivatives of x body axis accelerometer output not at the vehicle center
of gravity.--

O(a_,i) qSb , 1
(D-393) i
Op 2V-_0m [- cos ao CDv + sin ao CLp) + --(qoY_
go + rozx)
O(a_,d
Oq qS_ (_ cos ao CDq + sin _0 C G) + 1 (PoYx - 2qoz_.)
2V0gom" (D 394) :
O(ax,i)
OT qSb
2V-_om ,
[- cosa0 CDr + sinao }o
CL_) + --(poz_ -- 2roxx) (D-395) _

O(ax,i) 1
OV gore
[--SCOS G'0 (pVoCD + ([CDv) + Ssin ao (DVoCL + qCLv ) + (_l, j (D-396) _

O(a_,i) 1
Oa gore { CS'[- coseo(CD,, - CL) + sinao (CL,, + CD)] + ox,r
--9--_--_
J (D-397

O(ax,i) 1
Off gore [_S(- cosao CD_ + sin_o OLd) + -0-f-J XTl (D-398

a(a_,i) = 0
(D-399)
0
o(a_,_) _ o
O0 (D-_00) L
O(a.,i) -0
(D-401) _-

O(ax,i)
COS _0 (D-402) !
Oh gore "_ "4- q S C D h /i "_- C'_O _l "Jr

O(a_,i) _ 0
Ox (D-403)

O(a_,d _ o
Oy (D-404) -

O(a_,O _ o
Oi, (D-405)
O(a_,i) z_
(D--I06)
00 go
0(_,_) y_
0 i_
m

go (D-407)

cg(az,i) qS_
0& 2Vogom
(- cos o0 CDa + sin ao CLa) (D-40S)
O(ax,i) (tSb
03 - 2Vogo-_(-- cos ao CDb + sin ao CL_) (D-409)

O(ax,i)
06i 1 [_qS(_
_ gore COS a 0 CD6 i + sin ao CL h) + (_6i ] (D-410)

D.3.9 Derivatives of y body axis accelerometer output not at vehicle center

of gravity.--

O(a_,i)
qSb C - l(2poyy q0 ,Ty ) (D-411)
i
Op - 2_ YP go

72

L
 O(a_i)
- O'vq + l
2VogomC7S----_- (pox_ + roZy) (D-4_2)
Oq
O(ay,i)
- 2Vn-7_m
_.-(ISb C %+ _oo(qoZy 2roy,)
(D-413)
Or
O(a_,i)
1 SpVoCy + qSCy. + OV ] (D-41,_)
OV gore

O(ay,i)

go m
1 (qSCYo + or )
--5-g-_/ (D-4_5)

oz _ gore
1 (qSCy_ + --5-f]
aye) (D-416)
o(_,i) -0 (D-417)
o
o(_,i)
O0
-0 (D-418)
O(_,_) -0 (D-419)
0
O(au,i)
(D-420)
Oh gore (_SV2C Y Op
-_ + ctSCy,,)

O(a_,_)_ 0 (D-42J)
Ox

O(ay,i) _ 0 (D-422)
Oy
O(au,i ) Zy
(D-423)
Oi_ go

O(ay,i) _ 0 (D-424)
0_
O(ay,i) xy
(D-425)
(9i" go
O(ay,i) gtSc
- cy_ (D-426)
O& 2Vogom
O(au,i ) qSb
OtJ - 2Vogom C'%
(D-427)

O(a_,J_ 1 (C_scv_,+ 05i ) (D-428)

05i gore

D.3.10 Derivatives of z body axis accelerometer output not at vehicle center

of gravity.--

O(_z,i) gSb 1
(D-429)
Op 2Vogo m (sin O' 0 CDp + COS (2 0 CLp) -- o--_(2poz_ - roXz)
O(a_,i)
2v-_-_-o._(_in
_,ocD. + _o_ooeL.) - (2qo_ - ,'ou_.) (D-430)
Oq
O(az,i) rlSb
Or
(_ino,oCD. + cosao CL,) + l(pox_ + qoYz) (D-_31)
2 Vogo m 9o

73
 O(a_,d 1 (D-432)
OV gore
[S sin so (pVoCD + qCDv ) + S cos Oeo (pVoCL + _CLv ) - oz ]
--o-V-]

O(_z,d _ i (D-433)
,iS[sin So (CDo -- CL) + cos C_o(CL_ + CD)] -- 0----_--
O_ gore
O(a_,i) 1 oz ] (D-434) "
[qS(sinso CD_ + cos so CL) - --_-j
Off gore

0(_,_) _ o (D-435)
0 |

O(az,i____2
= o (D-436) !
O0 !
O(a_,d _ o (D-437) _
0
O(az,i) _ 1 1 2
(D-43S) _
Oh gore

O(az,d _ o (D-439)
Oz =
=

O(a_,,) _ o (D-440) "

Oy
x
O(az,i) _ Y__2 (D-441) ..
O# go
O(az,i) xz
(D-442) _
oo go
0(a_,i) --0 (D-443) -
Oi.
O(az,i) _Se , .
(D-444) -
O& 2V-_qamtSm So CD_ + cos Uo CL_)

O(az,d
qSb (sinso CD_ + cosaoC%) (D-445)
2 Vogo m

O(az,i)
1
gore
[qS(sin c_o CDe, + cos so CL6i ) - oz ]
--_-/j (D-446)

D.3.11 Derivatives of normal accelerometer output not at vehicle center

of gravity.--

0(a.,i) gtSb , .
(D-447)
2V-_gom (sin c_o CDp + cosso CLp)+ gol(2pZz- r0zz)
Op
O(an,i)
(D-448)
Oq = 2V--_0m (sin so CDq + cos So CLq) + (2qoZz - royz)

O(a_,d
(D-449)
_r - ctSb .
2V-_om(SlnaoCD_ + cosso eLf) -- _o (poXz +qoYz)

O(an,i)
OV 1
gore
[ S sin so (pVoCD + (lCDv) -1- S cos So (pVOCL _- qCLv ) - oz ]
-_-j
(D-450)

Oa
1
gore { 4S[sin c_o (ODe, - CL) + cos So (CL, + CD)] -- --
Oa
(D-451
 O(a_,i) oz_] (D-452)
0_ 1
gore
[_S(sinc_o CD_ + cos_o CL_) -- --5-SJ
O(an,_)= 0 (D-453)
0
O(an,_)= 0 (D-454)
80
8(an,_) _ 0 (D-455)
0
O(a_,i) 1
S_,02C,L
0p (D-456)
[sin _o (_SVo2CD Op + qSCDh)
-_ -It- COS a'0
Oh gore

O(a_,_)_ 0 (D-457)
Ox
O(a_,i) _ 0 (D-458)
Oy
O(_,_,i) YZ
(D-45O)
ab go
O(a_,_) Xz (D-460)
0_ go
a(a_,i) (D-461)
__-0

{S_ (sin O_0 CDa + COSO_0 CL_) (D-462)

O& 2Vogom
O(an,i)
(tSb (sin O_0 CD# + COS O_0 CLa)
(D-463)
o_ 2 Vogo m
O(a_,i) (D-464)
05i
1
g0m
[0S(sin Z l
so CD_, + cos So CL_I ) - --_iJ

D.3.12 Load factor derivatives.--

o(_) (tSb C (D-465)

Op 2V--_m Lp
o(_) qS_
(D-466)
Oq 2Vog m CLq
o(_) rlSb
(D-467)
CL,
Or 2Vogm
o(_) - !(SpVoCL + _scL.) (D-468)
OV gm
cg(n)
_lS CL_ (D-469)
Oa gm
O(n) (D-470)
(IS CL z
0_ gm
o(_) = (D-471)
0
O(n) -_ (D-472)
00

75
 o(_) _ o (D-,t73)
0
a(n) a 1 2

Oh gm (_sv6 CL Op
-_ + qSCLh ) (D-474)

a(_) _ o
Ox (D-475)

0(_) _ o
Oy (D-476)

o(_) qse c (D-477)

O& - 2V---_ L_
o(n) _Sb
O# - 2VogmCb_ (D-478)

O(n) qS
-- CL_, (D-479)
06i gm

D.3.13 Speed of sound derivatives.--

o(_) _ o
Op (D-480)

O(a) _ o (D-481)
Oq

O(a) _ o
Or (D-482)

o(a) = o
OV (D-483)

O(a) = o
0o_ (D-484)

O(a) _ 0
Off (D-485)

O(_) _ o
"0 (D-486)

O(a) _ o
O0 (D-487)

o(_) = o (D-488)

o(,,) 0.7po 0T
Oh (D-489)
poTo(1.4po/poTo)_/z Oh
o(_) -0 (D-490)
Ox
O(a) -0
OU (D-491)

a(,) -0
06 (D-492)
O(a) -0
oA (D-493)

76
 (D-494)

D.3.14 Mach number derivatives.--

O(M) _ 0 (D-495)
op
O(M) _ o (D-496)
Oq
O(M) _ o (D-497)
Or
O(M) i (D-498)
OV a
O(M) _ 0 (D-499)
Oa
O(M) _ o (D-500)
09
O(M) _ o (D-501)
0
O(M) _ o (D-502)
oe
O(M) _ o (D-503)
0_
O(M)_ Vo[ _O.Tpo ] 0T (D-504)
Oh a 2 LpoTo(1.4po/poTo)l/2J 8h

O(M) _ o (D-505)
Ox
O(M) _ o (D-506)
Oy

o(M) _ o (D-507)
O&

O(M) = o (D-508)
o3
O(M) _ o (D-509)
06_ .

D.3.15 Reynolds number derivatives.--

O(Re) _ o (D-510)
Op

a(R_) _ o (D-511)
Oq

8(Ro) _ o (D-512)
Or

77
 O(Re) pe (D-513)
OV It

O(r_e)_ o (D-514)
Oa
O(R_) -0 (D-515)
ap
0(Re) _ o (D-516)
0
0(Re) _ 0 (D-517)
00
a(_) _ o (D-518)
0
a(R_) Voe Op pVoe 0#
(D-519)
Oh p Oh #2 Oh

O(Re) _ 0 (D-520)
Ox
O(Re) _ o (D-521)
Oy

0(Re) _ 0
(D-522)
0a
0(Re) _ 0 (D-523)
o3
0(Re) _ o (D-524)
06_

D.3.16 Reynolds number per unit length derivatives.--

a(Re') _ o (D-525)
Op

0(Re') _ 0
(D-526)
Oq

0(Re') _ o (D-527)
Or
(9(Re') p
(D-528)
OV tt

a(Re') _ o (D-529)
0_

0(Re') _ 0
(D-530)
aZ
O(Re') _ 0 (D-531)
a
O(R_') _ o (D-532)
00

O(R_') _ o (D-533)
o

78
 O(Re) Vo Op pVo Op
(D-534)
Oh # Oh #2 Oh
a(Re') -0 (D-535)
Ox
a(Re') -0 (D-536)
Oy
0(Re')
-0 (D-537)
O&
o(Re) -0 (D-538)
o3
0(Re')
-0 (D-539)
05_

D.3.17 Dynamic pressure derivatives.--

a(o) _ o (D-540)
0
a(q) _ o (D-541)
Oq

0( _) _ o (D-542)
Or

(_---2)
= pro (D-543)
ov
0(_--2)
=o (D-544)
Oa
a(_-A)
=o (D-545)
o3
o(_) _ o (D-546)
0
a(_) _ o (D-547)
00
(_-A)
=o (D-548)
o
(D-549)
Oh 2 Oh
o(o) = o (D-550)
Ox
(_-A)
=o (D-551)
Oy

(--2)
=o (D-552)
o_
a(o) = o (D-553)
o_
o(_) _ o (D-SS4)

79
 D.3.18 hnpact pressure derivatives.--

O(qc)_ o
Op (D-555)

,9(qc)_ o
Oq (D-556)

O(qc) _ o
Ol" (D-557)

(_f < 1.0)

o(q_) R

( 5.76M2 _.5 (D-558)

OV P--_a
2._Laf\5.6.-_---5.8]
[ 1_'_-[_/2_'_
f_l(1.0 + 0.2M_) 2"5
+ 3.0M 2 ( S.TBM__ ,.5 9.216M ] (M > 1.0)
\,_.6M_- 0.8J (5.6_-_.s):j -
O(q)_ o
Oa (D-559) "

O(q_)_ o
0_ (D-560) _

O(q_) _ o
0 (D-561) :

O(q) _ o
80 (D-562) _

O(qc) _ o
0, (D-563) -

[(1.0 + 0.2M2) 3"s - 1.0] _0_ I_M(1. 0 + 0.2;1/2)2.s7,,_ Oa (:a_r_<1.o)

s.6M 2-o.8j -
0(%)
Oh (D-564)

a2 5.6--M-_= _).8 /

+ 3.0M 2 ( 5.76M2 ,_l.S 9.216M ] Oct

k5.6M:- 0.8/ (5.6_--_.8)2J 85,
(_f >_1.o)
O(qc) _ o
Ox (D-56S)
O(qc) -0
Oy (D-566)
O(qc) _ 0
0_ (D-567)
O(%) _ 0
o_ (D-568)
O(qc) -0
(D-569)

80 =
D.3.19 Mach meter calibration ratio derivatives.--

O(qJp_) _ o (D-570)
Op

o(qc/p_) _ o (D-571)
0q

O(qJp_) _ o (D-572)
Or
L_-M(1.O + 0.2M2) 2'5 (_t _< 1.0)

1 [2.4M (" 5"76M2 ,_2.5 (D-573)

OV
[ 5.76__I2 -_1.5 9.216M ]
+ 30M_ \5.6-_-5.8) (M _>2.0)
(5.6,,_-- O.S)2 J

o(q_/p_) _ o (D-574)
Oa
o(%/p_) _ o (n-575)
03
O(q_/p_)_ o (D-576)
o
O(qc/p_) _ 0 (D-577)
O0
O(qc/p_,) _ 0
(D-578)
o
Oa
- x'--_-_l(1.O + 0.2M2) 2"5 N7 (M < 1.o)

O(qc/p_)
[2.4 M (\
_ a____) 5.6-_-
5.76MZ b.8) 2.5 (D-579)
Oh

(, 5.76312 ,_1.5 9.216M ] Oa

+ 3.oM: \5.UM-_-i_.s/ (3I >__1.0)

O(q_/p_) _ o (D-SS0)
Ox

O(q_/p_) _ o (D-581)
Oy
O(qjp_) _ o (D-582)
Od
O(qc/pa) _ 0
(D-583)

O(qc/pa) _ 0
05i
(D-584)

81
 D.3.20 Total temperature derivatives.--

O(Tt) _ o (D-SSS)
Op
O(T_) _ o (D-586) "
Oq

0(Tt) _ 0
0r (D 5S7) -
0(Tt) 0.4 T3f
OV a (D-588) :

O(T,) _ 0 (D-589) :

O(T,) _ o (D-590) "

0_
0.4 TMVo [ 0.7p ] 10T
0(Tt)0h - {1.0 + 0.2M 2 (D-591)
az LpoTo(1.4po/poTo)a/2J J Oh
O(Tt) _ 0
Oz (D-592)
L

0(Tt) _ 0
(D-593)
Oy

0(Tt) _ 0
0& (D-594)

0(Tt) _ o (D-595)

0(Tt) -_ 0
(D-596)
0&

D.3.21 Flightpath angle derivatives.--

a(_) _ o (D-597)
Op

o(_) _ o (D-598)
Oq

a(_) _ o (D-599)
Or
a(_) ho
(D 600)
OV Vo(_% 2 -- 62)1/2

o(_) _ o (D-601)
Oa
: o
a(_--A) (D-602)

o(-y) _ o (D-603)
o
o(-y) _ o (D-604)
00

82
 o(_) _ o (D-605)
o_
(v--A)
: o (m-6o6)
x_
a(_---2
: o (D-607)
Ox
o(.y) _ o (D-60S)
Oy

a(_) _ o (D-609)
o_
o(_) _ o (O-6_0)
a_
(D-B11)
o--7-= (Vo
_ - _)ln
a(_,) = o (D-6J2)
05_

D.3.22 Fllghtpath acceleration derivatives.--

_9(fpa) _ 0 (D-613)
8p
a(fp_) _ o (D-614)
Oq

O(fpa) = 0 (D-615)
cqr
a(fpa) _ o (D-616)
OV
O(fpa) _ 0 (D-617)
Pa
O(fp_) _ 0 (D-61S)
o_
_(fpa) _ 0 (D-619)
o
(9(fpa) _ 0 (D-620)
O0
(9(fpa) _ 0 (D-621)
8#,

c_9(fpa) _ 0 (D-622)
Oh
O(fpa) _ 0 (D-623)
Ox
0(fpzL) _ 0 (D-624)
Oy
o(rp_) 1 (D-625)
07 #

83
 a(fp_) _ o (I)-626)
0&

0(fpa) _ 0 (D-627)
03
O(fp_) - 0 (D-628)

D.3.23 Vertical acceleration derivatives.--

--[sin Oo(- cos a'o CDp + sin ao CLp)

Op 2I'_go m
-- sin o cos 0o C v + cos o cos 0o (sin c_o CDp + cos (_o Cbp)] (D-629) =

--[ sin Oo (- cos ao CDq + sin ao CLq) - sin o cos Oo Cyq

Oq 21/_go m =

+ cos o cos 0o (sin ao CDq + cos oz'0 CLq)] D-630)

o(il) Sb
w [ sin Oo (- cos ao CDr + sin ao CL_) -- sin o cos Oo Cy_
Or 2Vogom
+ coso cos0o (sin ao CD_ + cos ao CL,.)] D-63J)

o(il) 1
- -- sin 0o -Scos a'o (pVoCD + _tCDu) + Ssin ao (pVoCL + (tCbv) + -'_-< j
0V go m

- sin 4o cos 0o ( SpVoCv + (tSCy v + aye)

--_j

+ cos o cos 0o IS sin ao (pVoCD+ qODv )

OZT]}
+ S cos aO (pVoCb + FtCLv ) -- -0-_7-7j D-632)

O(h,)
Oa - --
1
gore { [
sin0o -_Scosao (CD_, - CL) + 4Ssinao (Cb_ + Co) + --_ j

- sin o cos 0o (_ISCy_ + Oa ]

OZT]}
+ cos o cos 0o [0S sin C_o(CD_, - CL) + _S cos ao (CLo + Cm) - -_a,J (D-633)

O(h) 1
0 /3 go ra

+ cos o cos 0o 4S sin ao CDz + g/S cos ao CLz +

o(?i)
0 : -av cos o cos 0o + a_] sin o cos 0o (D-635)

o(il)
0--'_ = a* cos 0o + avo sin 0o sin o + a_o cos o sin 0o (D-636)

O(i;____)
= 0 (D-637)
o_

84
 O(h) 1
{ sin 0o [-- cos O_o(_SVo2C D _cgP+ qSCDh) q- sin Cto (1SVo2CL
Op. _ -t- qSCLh)I
Oh gom

- sin o cos 8o SVo2Cy o,

-_ -I- qSCyh )
cos _- + qSCD,,)

(D-638)

__()i)= o (D-639)
0x

a(Y____)
= 0 (D-640)
Oy
o(f_) qs_ [
0& 2Vogom sin 6o (- cos ao CDa + sin ao CL_) -- sin o cos 0o Cy_
+ cos o cos 0o (sin C_oCDa + cos ao Cha)] (D-641)

o(h) qSb
2Vogo----_[sin 0o (- cos ao CDb + sin ao CLt_) -- sin o cos 0o Cy_
(D-6,12)
+ cos o cos 0o (sin ao CD/_ + cos O'o CLb)]

a(_)
05i go--_ [
sin 0o qS(- cos ao CDa, q- sin ao Cba, ) + --_-/] <,1_ sin _0 COS 0 0 (
(7oCCyG -]- -_i//

CgZT l
+ coso cos0o [OS(sinaoCDel + cosao Cn,i) - --_/j } (D-643)

D.3.24 Specific energy derivatives.---

O(E_) _ 0 (D-644)
Op

0(Es) _ 0 (D-645)
Oq

O(E_) _ 0 (D-646)
Or
O(Es) -
Vo
__ (D-647)
OV g

O(E_) _ 0 (D-648)
Oct

O(Es) _ 0 (D-649)

O(E_) _ 0 (D-650)
o
O(Es) _ 0 (D-651)
00

O(E_) _ o (D-652)
0_
0(Zs) = 1 (D-653)
Oh

85
 O(E_) _ 0 (D-654)
Oz

O(Es) _ o (D-655) i
ou
z

O(Es) _ o (D 656) i
O(E_) _ o (D-657)
o3
O(Es) _ o (D 65S) _

D.3.25 Specific power derivatives.--

o(P_) _ o (D-659) :
Op

O(Ps) _ 0
(D 660)
Oq

O(Ps) _ 0
Or (D-661) "

o(Ps) 9
(D-662)
OV g

O(P_) _ 0
Oc_ (D-663)

o( Ps) _ o (D-664)
8_
o(P_) _ o (D-OGS)
0
o(P,) _ o (D-666)
00
o(P_) _ o (D-667) -
o_
O(Ps) _ 0
Oh (D-668)

o(Ps) _ o (D-669)
Oz

cO(P_) _ 0
(D-670)
Oy
o(Ps) v
Ov - g (D-671)

O(p_) _ o (D-672)
o4
o(ps) _ o (D-673)
oh
O(P_) 1
Oi_ - (D-67_1)

86
 (D-675)

D.3.26 Normal force derivatives.--

0(N) qSb,
(D-676)
Op _-V-_o
tcos ao CLp + sin ao CDp)
O(N) c]S_", (D-677)
cgq _o (cos ao CLq + sin ao CDq)
O(N) _ (D-678)
O_o o_0
Or _vob(cos CL_ + sin CD,.)

O(N) (D-679)
S[cos ao (pYoCL + (tCLv) + sin ao (pVoCD + ,tCDv)]
OV
O(N) (D-680)
_S(cos ao CLo + sin ao CD,_ - sin ao CL + cos ao CD)
c_ga
O(W)
qS(CO80_ 0 CLz "[- sin ao CD_) (D-6Sl)
oZ
O(N)
0 (D-682)
o
o(N) (D-683)
0
O0
O(N) (D-684)
0
o
o(g)
(D-685)
Oh
O(N) (D-686)
0
Ox
O(N)
0 (D-687)
Oy
O(N) _S_.
(D-688)
w

O& _oo (cos a o CL_ + sin C_oCDa

O(N) _tSb,
(D-689)
_,cos ao CL_ -I- sin ao CDp)

O(N) (D-690)
(IS(COS O: 0 CL6, "_- sin ao CD6, )
05i

D.3.27 Axial force derivatives.--

O(A) _Sb
(- sin ao Cbp + cos ao CDp) (D-691)
Op 2Vo
O(A) _S_. (D-692)
Oq _o (- sin_o c_ + _os,_oCD_)
O(A) qSb
(- sin a0 CLr + cos ao CD_) (D-693)
_r 2Vo

87
 O(A)
-- ,5'[--sinG' 0 (RVoCL + (1eLy) + cos a'o (pVoCD + (1CDv)] (D-694)
OV
O(A)
0a " = _S(- sin a o CLe, "{-O80_0 CDc, -- cos ao CL -- sin ao CD) (D-695) "

O(A)
-- eTS(- sin _o CL_ + cos o_ 0 CD_ ) (D-696)
OZ
0(A) -0 (D-697)
a
o(A) -0 (D-698)
ao
a(A) -0 (D-699)
O_O
O(d)
Oh -S[- sin ao (_Vo2CL Op + (tC'Ln ) -{- COS aO Vo2CD op )]
_ + (ICl)h (D-700)

O(A)
-0 (D-r01)
Ox
O(A) -0 (D-702)
8y
a(A)
oa - 27o" sin ao CLa + cos C_oCDa) (D-703)

a(A) CtSb
(D-704)
a_ - 2Vo (- sin C_oCL e + cos C_oCDo)
O(A)
- tiE(- sin ao CLa, + cos ao CDai ) (D-705)

D.3.28 x body axis rate derivatives.--

o(_) -0 (D-706)
Op
o(_) =0 (D 707)
8q
o(_) -0 (D 70S)
Or
o(_)
OV
-- COS Og0 COS t_0 (D-709)
o(_)
Oa
- Yosin ao cosflo (D-710)
o(_)
0/3
- -Vo cos ao sin/30 (D-711)
o(_) -0 (D-712)
o
o(u) -0 (D-713)
O0
o(_) -0 (D-714)
o

88
 o(_) _ o (D-715)
8h
O(u) _ o (D-716)
Ox
o(_) _ o (D-717)
Oy

O(u) _ o (D-718)
05
a(_) _ o (D-719)
09
o(u) _ o (D-720)
O&

D.3.29 y body axis rate derivatives.--

0) -0 (D-721)
8p
a(v) -0 (D-722)
Oq
a(v_2)
=0 (D-723)
Or
a(.___2)
= sin/3o (D-724)
OV
a(v_
2)= 0 (D-725)
8a
a(vA)= Vocos/_o (D-726)
aZ
O@) o (D-727)
0
0(_) _ o (D-728)
00

a(_--2)
=o (D-729)
8
a(_--2)
=o (D-730)
Oh
a(v--2)
=o (D-731)
8x
a(_) _ o (D-732)
Oy

a(v) _ o (D-733)
O&
a(,_) _ o (D-734)
a_
O(v) _ o (D-735)
05_

89
 D.3.30 z body axis rate derivatives.--

o(_) _ o (D-736)
3p

o(w) _ o (D-737)
Oq

a(w) _ o (D-738) :
Or

8(w) _ sin O_ocos flo (D-739)

OV

O(w) _ Vocos_o cos_o (D-740) -:_

0a

O( w) _ - Vo sin ao sin/3o (D-741)_

09
o(_) _ o (D-742)
o6
o(_) _ o (D-743) -
8O
o(w) _ o (D-74,1) --
o
O(w) _ o (D-745)
Oh
o(_) _ o (D-746)
Ox
O(w) _ 0 (D-747)
Oy

o(_) _ o (D-748)
Od
o(_) _ o (D-749)

O(w) _ o (D-750)
05i

D.3.31 x body axis acceleration derivatives.--

off,) 4Sb
(-- COS C_0 CDp + sin a o CLp) (D-751)
Op 2I,bm
o(_) qSc
(- cos Ca
o CDq + sin ao CLq) - Iib sin C_ocos flo (D-752)
Oq 2Vom
o(_) qSb
(- cos ao CDr + sin So CL_) -t- Sb sin flu (D-753)
0r 2Vom
Off,)
OV 1 {S[- cosao (pVoCD -t- (]CDv) + sinao (pI,SCL +/jCLv)] os ;
+ -_j

+ro sin 3o -- qo sin so cosflo (D-754)

=

9O
=
 __ =lm qc(- cos ao CD_ + sin C_oCL_ + sin ao CD + cos C_oCL) + --_aJ
OXT]

- qoVo cos So cos/30 (D-755)

m1
[c]S(- cos ao Cm a + sin so CLz) + --_j ox ]
+ roVo cos/30 + qoVo cos a'o sin/3o (D-756)
o(_) _ o (D-757)
o
o(_)
c90 - -g cos Oo (D-r_S)
0(_) _ 0 (D-759)
o

Oh -- m -- COS Oz0 I/':CD _ + qODn + sin a'o Vo2CL _ + qCLh (D-760)

O(_) _ 0
Ox (D-761)
o0,) _ o (D-762)
Ou
o(_) Os_
Od 2Vom (- cos ao CDa + sin ao CLs ) (D-763)
0(_) 4Sb
- 2Vom (- cos ao CD b + sin so CLb) (D-764)
o(_)
05_ 1
732 [qS(-- COS Ct 0 CD6 i -b oxg
sin so CL_, ) + --_] (D-765)

D.3.32 y body axis acceleration derivatives.--

o(_) qSb
Op 21-Voom
wYP + Vo sin Ceocos/3o (D-766)
o(_) qSe _
cgq 2-Vo m Cyq
(D-767)
o(_) ClSb C
Or - _ v_ - Voco__o _o_/so (D-768)
o(_)
ov _ [
lm S(pVoCy -b #tOy v ) + --_1 Y*I+ po sin ao cos _qo- ro cos a'o cos/30 (D-769)
o(_)
cga -- m ( FISCy_ + os5
ace ] + poVo cos C_ocos/3o + roVo sin ao cos flo (D-770)
o(_)
o/3 -- m1 ( #ISCye + cgYT_
0/3 ,I - pol'{3 sin ao sin flo - roVo cos ao sin flo (D-7n)
o(_)
o
- g cos Oo cos o (D-772)
o(_)
oo - gsin0osino (D-773)
o(_) -0
o (D-774)

" 91
 o(_)
- mS _,;2Cy _ + qty. (D-775)
Oh
0(_)
-0 (D-776)
Ox

o(_) -0 (D-777)
09
o(_) qS_ C (D-778)
O& 2T7-om Y+
o@) qSb C (D-779)
2I_om Y_
a(_)
OYT) (D-780)
m1
86, ,iSCy_, + _-/]

D.3.33 z body axis acceleration derivatives.--

o(_) qSb (_ (D-781)

0p -- 21/_ore, sin a' 0 CDp -- cos o_0 CLp) - IZo sin/30

- (- sin a'o CDq -- cos o: 0 CLq) Jr Vo cos o' 0 cos flo (D-782)
Oq 21,'_m
O(,b) _Sb
- (- sin ao CD_ - cos ao CLr ) (D-783)
Or 2Vom

O(&)Ol
.... - [
m,1 -Ssinao (pI'_)CD + qCDv) -- ScOSCto (pI'SCL z"l
+ OCLv) + 017 j

+ qo cos aO cos/3o -- Po sin _qo (D-784)

-- ml
O(_b)Oct [(IS(- sinao CD_ - cOSao CL,, - cosa'o CD + sino_o CL) -[- Oct j z'"l
-- qoVo sin ao cos/3o (D-rSS)

_ _[
O(tb)__Ofl ml 0S(-sino'oCDz _ COsa0CLz)+ oz ]
OflJ-qI';cs'sin/J-PlTcsfl (D-786)
o(,c_,)
- g cos0osino (D-787)
0
o(_)
00 - -gsinOcs (D-rSS)
0('_,) _ 0
0_,
(D-789)

O( )Oh _ [ mS _ sin ao (1 Vo2CD "_ + qCDh ) -- co_,_o( ,_ _,_2cL_+

p OcL.)] (D-790)

0( _,) _ o (D-790
O:L"

o(,_,) _ o (D-792)
o,j
o(.,_) 0=s_(_ (D-rga)
0& - 21ZVom sin ct 0 CDa - cos a 0 Cba)

o(.(Q OSb ,
0_ - 2t-Vom( sin ao CD/_ -- cosa'0 CL/_)
(D-79:i)

92
 0(_) _ 1 [_S(- sin (2 0 CD,,, 1 (D-795)
O,Si m [ - cos % CL,,) + -0-_/1

D .3.34 Angle-of-attack sensor output derivatives.

(D-796)

(D-797)

(D-798)

(D-799)
OY - HI
O(a,i) _ 1 (D-S00)
Oa
0(_,0 _ o (D-801)
oz
O(_,i) _ o (D-802)
o
0(%) _ o (D-803)
O0
O(c_,O_ o (D-804)
O_
0(_,0 _ o (D S0_)
Oh

O(_,_) _ o (D-806)
Oz
O(a,d _ o (D-SOt)
O_
0(<0 _ o (D-SOS)
O&
O(_,d _ o (D-809)
o)
O(_,d _ o (D-Sl0)
06_

D.3.35 Angle-of-sidesllp sensor output derivatives.--

o(Z,d zz
(D-Sll)
Op Vo
o(a,j _ o (D-S12)
Oq
0(_,0 _p
(D-Sl3)
Or Vo

93
 0(&) _ roxz - pozp (D-814)
OV

o(&) _ o (D-815)
Oa
o(_,_)_ i (D-816)
09
o(&) _ o D-817)

o(&) _ o D-818)

o(&) _ o D-819)
o,#
o(&) _ o D-S20)
cgh
O(fl,J _ o D-821)
Ox
o(&) _ o D-822)
Oy

o(&) _ o D-823)
0,5
o(&) = o D-824)
oh
o(&) _ o D-825)

D.3.36 Altimeter output derivatives.--

o(h_) _ o (D-S26)
01-,

8(h,;) _ o (D-S27)
8q

O(h i) = o (D-828)
cgr

O(h,_)_ o (D-S20)
OV
O(h,d _ o (D-830)
Oa,
O(h,d = o (D-831)
o_
0(h,i) - --Yh cos o (D-832)
cos Oo + zh sin 540cos Oo
0
o(#,,_) -- Xh COSO0 + (D-833)
Yh sin o sin Oo + zh cos o Sill 0 0
00
O(#,.,_)-0 (D-83,t)

9l
 o(h_) _ t (D-835)
Dh
O(h,d _ o (D-836)
Ox
a(h,_) _ o (D-837)
Oy

a(h,_) _ o (D-S3S)
O&
O(h,d = o (D-839)
o)
o(h,d _ 0 (D-840)

D.3.37 Altitude rate sensor output derivatives.--

o(i,;) _ o (D-841)
op
o(id _ o (D-842)
Oq

O(]_,d _ o (D-843)
Or

o(i_) _ o (D-844)
OV

o(i,,,d _ o (D-S45)

o(h,d (D-846)
-0
03
o(i,,d (D-847)
- $(Yh sin q5ocos 0o + z h cos 45ocos 0o) + O(YL cos o sin 0o - z h sin q5osin 0o)
o
o(l,.d
- O(x h sin 0o - Y'hsin o cos 0o -- z h cos o cos 0o)
00
+ _P(Yhcos o sin 0o - zh sin o sin 0o) (D-848)
O(i_,i) -0 (D-849)
0

o(i_,d _ o (D-SS0)
Oh

o(i_,_)_ o (O-SS_)
Ox

o(i_,d _ o (D-S52)
oy
o(i_,d _ o (D-853)
8&

o(h,d _ o (O S.S,l)
03

95

C_
 a(i,,O
0 - -Yj, cos 6o cos Oo+ zh sin o cos Oo (D-855)

o(i_,_
)
00 = x_ cos 0o + Yh sin o sin 0o + z h cos o sin 0o (D-856)I

a(i,,j I (D-857) !
aJ_ -
a(/,,J = o (D-SSS):,

D.3.38 Total angular momentum derivatives.--

O(T)
- I_.po - Ixyqo - L:zro (D-859)::
Op
O(T)
Oq - [_qo -- [_po - [y_ro (DSG0):
O(T)
Or -- Ij'o - l_po - Iv=qo (D-SG1):

O(T) = o (D-862)_
ov
O(T) _ 0
(D-863)_

O(T) = 0
a3 (D-864)"

a(T) _ o (D-SGs)!
06
O(T) _ 0
00 (D-866)_

O(T) _ o
a (D-S67)I
0(T) _ 0
Oh (D-868)
a(T)
-0 (D-869)
Ox

a(T) _ 0
(D-870)
Oy

O(T) _ o (D-871)
oa
a(T) = o (D-872)
o_
O(T) _ o
(D-873) _

96
D .3.39 Stability axis roll rate derivatives.---
O(ps) (D-874)
Op
o(ps) (D-875)
aq
o(ps) (D-876)
- sin ao
Or
O(p_) -0 (D-877)
ov
o(;_) (D-STS)
Po sin ao + ro cos ao
8a
o(ps) -0 (D-879)
8_
o(p_) -0 (D-880)
0
a(p_) (D-881)
oo
a(p_) (D-882)
0,
o(p_) (D-SS3)
oh
o(p_) (D-884)
8x
a(;_) -0 (D 885)
Oy
O(ps) (D-886)
oa
a(p_) (D-887)

o(w) -0 (D-888)

D.3.40 Stability axis pitch rate derivatives.--

a(qs) _ 0 (D-889)
8p

(D-890)
Oq

O(qs) _ 0 (D-891)
Or
a(q_) _ o (D-892)
av
O(q_)_ o (D-S93)

a(qs) _ o (D-89,1)
&3

97
 O(q_)_ o (D-895)
o
O(q_) _ 0 (D-896)
00

a(qs) _ o (D-897) :
o_
O(qs) = o (D-898) ..
oh
o(q_) _ o (D-899)
Ox
o(q_) _ o (D-900)
Oy
O(q_)_ o (D-901)
8&
o(q_) _ o (D-902) :

O(qs) _ 0 (D 903)

D .3.41 Stability axis yaw rate derivatives.--

O(r_) _ sin ao (D-904)

Op

0(_) _ o (D-905) _
Oq

Or -- COS O_0
(D-906)

0(r0 _ o (D-907)
OV
o(_)
Oc_ - -Po cos O'o - ro sin O'o (D-908)

0(7"0 _ o (D-909)
o_
o(,'0 _ o (D-910)
o
0(_) _ o (D-911)
O0
0(_) _ o (D-912)
o_
0(,,_) _ o (D-913)
Oh

0(_) _ o (D-914)
8x
O(r_) _ o (D-915)
8y

98
o(_,) _ o (D-916)
O&
Off,) _ o (D-917)
ok
(_--2)
=o (D-9_8)
oq6_

99
REFERENCES

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Dicudonne, James E.: Description of a Computer Program and Numerical Technique for Developing Linear
Perturbation Models From Nonlinear Systems Simulations. NASA TM-78710, 1978.

Dommasch, Daniel O.; Sherby, Sydney S.; and Connolly, Thomas F.: Airplane Aerodynamics. Pitman
Publishing Company, Marshfield, Massachusetts, 1967.

Duke, Eugene L.; Patterson, Brian P.; and Antoniewicz, Robert F.: User's Manual for LINEAR, A
FORTRAN Program to Derive Linear Aircraft Models. NASA TP-2768, 1987.

Edwards, John E.: A FORTRAN Program for the Analysis of Linear Continuous and Sampled-Data
Systems. NASA TM X-56038, 1976.

Etkin, Bernard: Dynamics of Atmospheric Flight. John Wiley & Sons, New York, 1972.

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York, 1972.

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Maximum Likelihood Parameter Estimation. NASA TP-1563, 1980.

Maine, Richard E.; and Iliff, Kenneth W.: Application of Parameter Estimation to Aircraft Stability and
Control--The Output-Error Approach. NASA RP-1168, 1986.

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Princeton University Press, Princeton, New Jersey, 1973.

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Thelander, J.A.: Aircraft Motion Analysis. Air Force Flight Dynamics Laboratory, FDL-TDR-64-70, 1965.

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1. Report No. 2. Government Accmion No. 3, Raciplent's Catalog No.

NASA RP- 1207

4. Title and Subtitle 5. Report Date

Derivation and Definition of a Linear Aircraft Model August 1988

6. Performing Organization Code

7. Author(s) 8. Performing Organization Report No.

Eugene L. Duke, Robert F. Antoniewicz, and H-1391

Keith D. Krambeer
10. Work Unit No.

9. Performing Organization Name and Address RTOP 505-66-11

11. Contract or Grant No.
NASA Ames Research Center
Dryden Flight Research Facility
P.O. Box 273, Edwards, CA 93523-5000
13. Type of Report and Period Covered
12. SponsodogAgencyName and Addresa
Reference Publication

National Aeronautics and Space Administration 14. Sponsoring Agency Code

Washington, DC 20546

15. Supplementary Notes

16. Abstract

This report documents the derivation and definition of a linear aircraft model for a rigid aircraft of constant
mass flying over a flat, nonrotating earth. The derivation makes no assumptions of reference trajectory or
vehicle symmetry. The linear system equations are derived and evaluated along a general trajectory and
include both aircraft dynamics and observation variables.

17. Key Words (Suggested by Author(s)) 18, Distribution Statement

Aircraft models Unclassified -- Unlimited

Flight controls
Flight dynamics
Linear models
Subject category 08
19. Security Classif. (of this report) 20. Security Classif. (of this page) 21. No. of pages 22. Price

Unclassified Unclassified 108 A06

NASA FORM 1626 ;CT B6

*For sale by fhe National Technical Infovmatlon Service, Springfield, VA 22161-2171.

NASA-Langley, 1988