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LONGITUDINAL DYNAMICS ANALYSIS of BOEING 747-400

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Proceedings of the 9th WSEAS International Conference on Automatic Control, Modeling & Simulation, Istanbul, Turkey, May 27-29, 2007 82

LONGITUDINAL DYNAMICS ANALYSIS of BOEING 747-400

KORAY KOŞAR1 SEHER DURMAZ2 ELBROUS M. JAFAROV3
Department of Aeronautics and Astronautics,
Istanbul Technical University, Istanbul, Turkey
Istanbul Teknik Universitesi, Ucak-Uzay Bilimleri Fakultesi, Maslak, 34469 Istanbul
TURKEY

Abstract: - In this paper, the equations of motion are derived and longitudinal stability equations are found
and linearized. Following this, it is dedicated to stability derivatives of longitudinal dynamic model of
Boeing 747-400.

Key-Words: - Short Period and Phugoid Approximation, Boeing 747-400, Longitudinal Dynamics

1 Introduction to the linear and angular accelerations of the

In this paper longitudinal stability of a system or body. Certain assumptions must be
commercial airplane, Boeing 747-400 is made to do this application. By the way, the
analyzed. First of all an approach to the application is done according to [2].
stability concept is done. Then by the help of Furthermore in longitudinal dynamics in order
Newton’s Second Law, equations of motion are to get the linearized and Laplace transformed
derived, subsequently longitudinal stability equations of motion, stability derivatives have
equations are found and linearized. Afterwards to be also calculated.
the equations are used for the stability analysis
of Boeing 747-400. In this analysis, Then the related force term and moment term
MATHEMATICA programming is also used; are handled, the longitudinal equations of
transfer functions are plotted with MATLAB. motion for the aircraft are written as;
⎛ mU ⎞ ⎛ c ⎞ ⎡ c ⎤
The objective of Stability and Control is to ⎜⎜ Sq `u&− C X U `u ⎟⎟ + ⎜ − 2U C X α& − C X α `α ⎟ + ⎢− 2U C X q θ − CW (cos θ )θ ⎥ = C FX α
&
⎝ ⎠ ⎝ ⎠ ⎣ ⎦
develop fundamental understanding on the
subject of stability, control and flight
mechanics. The study of flying and handling ( ) ⎡⎛ mU c
− CZU `u + ⎢⎜⎜
⎞ ⎤ ⎡⎛ mU c
− CZα& ⎟⎟`α&− CZα `α⎥ + ⎢⎜⎜ −
⎞ ⎤
− CZq ⎟⎟θ&− CW (sinθ)θ ⎥ = CFZ
characteristics is called stability and control ⎣⎝ Sq 2U ⎠ ⎦ ⎣⎝ Sq 2U ⎠ ⎦
α

[1]. (− C `u) + ⎛⎜ − 2cU C ⎞ ⎛ I y && c

`α&− Cmα `α ⎟ + ⎜⎜ θ−
⎞
Cm θ&⎟ = Cma
2U q ⎟⎠
mu mα&
Starting from known forces and moments ⎝ ⎠ ⎝ Sqc

generated on a given wing, fuselage and tail (2.1)

configuration, it will be developed static and
dynamic model of the aircraft to study its
behavior under different flight regimes.
Concepts of static stability and dynamic
stability will be introduced in next parts of the
paper. General equations of motion for a rigid-
body aircraft are derived. Basic motions of the
aircraft separated into longitudinal modes are
discussed in details. Laplace transform
techniques are used in the analysis and the
solution of the longitudinal equations.
2 Longitudinal Dynamics
As an introduction to longitudinal dynamics in
order to obtain the transfer function of the
aircraft, it is first necessary to obtain the
equations of motion for the aircraft. The
equations of motion are derived by applying
Newton’s Laws of motion which relate to the
summation of the external forces and moments
These equations assume that:
1. The X and Z axes lie in the plane of
symmetry and the origin of the axis
system is at the center of the gravity of
the aircraft.
2. The mass of the aircraft is constant.
3. The aircraft is a rigid body.
4. The earth is an inertial reference.
5. The perturbations from equilibrium are
small.
6. The flow is quasi-steady.
In solving the equations of motions it is
necessary to obtain the transient solution,
which is obtained from homogenous equations,
that is, with no external
inputs C mα = C Fza = C Fxa = 0 . Taking the
Laplace Transform (discussed before) of
Equation 2.1 with the initial conditions zero
and neglecting C X α& , C X q , C mu yields [2]:

1
Proceedings of the 9th WSEAS International Conference on Automatic Control, Modeling & Simulation, Istanbul, Turkey, May 27-29, 2007 83

⎛ mU ⎞ Zα (ft/s2) -353.52
⎜⎜ s − C XU ⎟⎟`u ( s ) − C X α `α ( s ) − CW (cos θ )θ ( s ) = 0
⎝ Sq ⎠
Mu (1/ft.s) 0
⎡⎛ mU c ⎞ ⎤ ⎡⎛ mU c ⎞ ⎤
−CZU `u(s) + ⎢⎜⎜ − CZα& ⎟⎟s −CZα ⎥`α(s) + ⎢⎜⎜− − CZq ⎟⎟s −CW (sinθ)⎥θ(s) = 0 2
⎣⎝ Sq 2U ⎠ ⎦ ⎣⎝ Sq 2U ⎠ ⎦ Mα (1/s ) -1.3028
⎛ c ⎞ ⎛ Iy 2 c ⎞
⎜− C mα& s − C mα ⎟ `α ( s ) + ⎜⎜ s − C m q s ⎟⎟θ ( s ) = 0 Mά (1/s) -0.1057
⎝ 2U ⎠ ⎝ Sqc 2U ⎠
(2.2) Mq (1/s) -0.5417
3 Calculation of the Stability
Xδe (ft/s2) 0.0000
Derivatives for the Aircraft
Zδe (ft/s2) -25.5659
The selected aircraft Boeing 747-400 is flying
in straight level flight at 20000 ft with a Mδe (1/s2) -1.6937
velocity of 673 ft/s and the compressibility
effects are neglected. For this aircraft the
Before calculations, some additional
values [3] are given like in the table below.
coefficients must be found; here below table
Table 3.1 Stability Characteristics of the Aircraft contains the coefficients from Roskam J.,
Aircraft Flight Dynamics and Automatic Flight
Aircraft 747-400 Controls [4]. Furthermore they are based on
computer models rather than wind-tunnel tests
Parameters or other real-word observations, and use
stability axes.
Altitude (ft) 20,000
Table 3.2 Additional Coefficients for the Aircraft
Mach 0.650
S 5500 ft2 CDu 0
True Speed (ft/s) 673
c 27.3 ft CDα 0.2
Dynamic Pressure
287.2 b 196 ft CTXu -0.055
(lb/ft2)
h 20000 ft CLo 0.21
Weight (lb) 636,636
M 0.65 CLu 0.13
Wing Area-S-(ft2) 5,500
U1 673 fps CLα 4.4
Wing Span-b-(ft) 196
q 287.2 lb/ft2 CLά 7
Wing Chord-c-(ft) 27.3
CG 0.25 % c CLq 6.6
C.G.(x c) 0.25
α1 2.5 deg Cmo 0
Trim AOA (deg) 2.5
W 636636 lb/ft2 Cmu 0.013
2 7
Ixxs(slugs-ft ) 1.82x10
18200000 Slug
Iyys(slugs-ft2) 3.31x107 Ixx Cmα -1
ft2
Izzs(slugs-ft2) 4.97x107
33100000 Slug
2 5 Iyy Cmά -4
Ixzs(slugs-ft ) -4.05x10 ft2
Longitudinal Derivatives 49700000 Slug
Izz Cmq -20.5
Xu (1/s) -0.0059 ft2

Xα (ft/s2) 15.9787 Ixz 970000 Slug ft2 CmTu 0

Zu (1/s) -0.1104 CL1 0.4 CmTα 0

2
Proceedings of the 9th WSEAS International Conference on Automatic Control, Modeling & Simulation, Istanbul, Turkey, May 27-29, 2007 84

qHsL -1.68971H0.0119211+sLH0.486136+sL
de HsL H0.00465356+0.00453985s+s2LH1.5423+1.16507s+s2L
CD1 0.025 CDDe 0
=
CTX1 0.025 CLDe 0.32

Cm1 0 CmDe -1.3 The nonzero solution of longitudinal equations

of motion in matrix form is:

Hs-Xu-XTuL gCos@qD
jij zyz i
CMT1 0 CDih 0
'uHsLy i0z y
jj -Zu zz j j
-Xa

jj H H L L H H L @ DL j
zz j
j H L
z
z
z j
jCZδez
z
z j
z j
j z
z
CDo 0.0164 Clih 0.7
j
j z z
s U - Z° -Z - Z + U s+ gSin q
H L H L H L H L
α =
k {
a a q

k u Tu { k Mδe{
' s
- M +M - M s+ M + M s2
- M s θ s C
Cmih -2.7 °
a a Ta q

The nonzero solution of longitudinal equations

For low cruise condition, stability derivatives of motion is:

ij 0.00652392+s 32.174 y ij 'uHsL yz i 0 y

are calculated by the help of MATHEMATICA
jj 0.110314 zj z j z
-662.314s zzz jj 'aHsL zz =jjj -25.5453zzz
and solved for transfer functions, damping -15.96582

jjj zz jj zz j z
ratio and natural frequency for nonzero 355.2394+684.334s
k-0.0000251658 1.302818+0.105696196s 0.541693s +s { k deHsL { k -1.69366{
solution also both for short period and phugoid 2

approximation. Calculations are shown;

To obtain nonzero solution, the values in The lonely nonzero solution of these
coefficients matrix A are calculated as in the simultaneous equations requires that the
below table; determinant of the coefficients be zero;

ij 0.00652392 + s yz
jj 0.110314 -662.314s zzz
-15.96582 32.174
A= jj z
Table 3.3 The Values in Coefficients Matrix A

j 2z
355.2394 + 684.334s
k -0.0000251658 1.302818 + 0.105696196s 0.541693s + s {
Xu - 0.0059308 Z - 25.5453
δ e

Expanding this determinant of the following

XTu - 0.0059308 M u 0.00002516 58 quadratic equation is obtained;
684.334H0.00465358+ 0.00453985s+ s2LH1.54231+ 1.16507s+ s2L
=0
Xα MT u A common way to write these kinds of
15.9658 0
quadratic equations is to indicate to natural
frequency and the damping ratio as;
Xδ Mα ( s 2 + 2ξ p ω np s + ω np
2
)(s 2 + 2ξ s ω ns s + ω ns2 ) = 0
e
0 - 1.30281

According to the equation () Short period

Zu - 0.110314 M T α 0 oscillations’ natural frequency and damping
ratio are found as;
ω ns = 1,2419 rad / sec⎫
M α& ⎬short period oscillation
Zα - 355.239 - 0.105696 ξ s = 0,469071 ⎭

Mq
Z α& - 11.3338 - 0.541693 ω np = 0,068217 rad / sec⎫⎪
⎬ phugoid oscillation
ξ p = 0,033275 ⎪⎭
Mδ
Zq - 10.6862 e
- 1.69366 Furthermore for short period and phugoid
mode one half amplitudes are:

For Short Period Mode :τ 1 = 1,71663 sec .

2

For Phugoid Mode :τ 1 = 440,53 sec . = 7,3421 min .

4 The Nonzero Solution of the 2

Longitudinal Equations

3
Proceedings of the 9th WSEAS International Conference on Automatic Control, Modeling & Simulation, Istanbul, Turkey, May 27-29, 2007 85

5 Transfer Functions for the Elevator

Displacement

Taking the Laplace Transform of the

longitudinal linearized equations with nonzero
initial conditions yields:
♦ The calculation of transfer function of `u ( s) ;
δ e ( s)
' u Hs L - 0.595983 H- 47.7053 + sL H0.93987356 + sL
d e Hs L H0.00465356 + 0.00453985 s + s 2L H1.5423 + 1.16507 s + s2 L
=

♦ The calculation of transfer function of `α ( s) ;

δ e ( s)
'a Hs L - 0.0373287 H44.4533 + sL H0.0053117 + 0.00640441` s + s2 L θ (s)
d e HsL H0.00465356` + 0.00453985 s + s2L H1.5423 + 1.16507 s + s2 L
= Figure 5.3 Magnitude plot for transfer function versus
δ e (s)
♦ The calculation of transfer function of θ ( s) ; ω for s=j ω
δ e ( s)
q HsL -1.68971 H0.0119211 + sL H0.486136 + sL
de HsL H0.00465356 + 0.00453985 s + s2L H1.5423 + 1.16507 s + s2L
= 6 Short Period Approximation
The short period oscillation occurs at almost
constant forward speed; therefore let `u = 0 in
the equations of motion. By neglecting
C zα& and C zq and inserting C zδe and C mδe .
♦ For the short period approximation, the
`α ( s )
transfer function of is;
δ e (s)
`α ( s ) − 1 . 71422 s − 0 , 0379574 s 2
=
δ e (s) 1 . 58874 + 1 . 175235 s + s 2

♦ For the short period approximation, the

θ (s)
transfer function of is;
`u ( s ) δ e ( s)
Figure 5.1 Magnitude plot for transfer function versus
δ e (s) θ (s) − 0 ,844535 − 1,68964 s
=
ω for s=j ω
δ e ( s ) s (1 .58874 + 1 .175235 s + s 2 )
♦ The natural frequency for the short period
approximation;

wnSP = $%%%%%%%%%%%%%%%%%%%%%%%
Za Mq
- Ma
U
ω nSP = 1,26045rad / sec
♦ The damping ratio for the short period
approximation;
- IMq + + Ma°M
Za
U
zSP =
2 wnSP
`α ( s )
Figure 5.2 Magnitude plot for transfer function versus ζ SP = 0,466195
δ e (s)
ω for s=j ω

4
Proceedings of the 9th WSEAS International Conference on Automatic Control, Modeling & Simulation, Istanbul, Turkey, May 27-29, 2007 86

♦ The natural frequency for the phugoid

approximation;
ω nSP = 0,0726205rad / sec
♦ The damping ratio for the phugoid
approximation;

ζ SP = 0,036751

`α ( s )
Figure 6.1 Magnitude plot for transfer function versus
δ e (s)
ω for s=j ω

`u ( s )
Figure 7.1 Magnitude plot for transfer function
δ e ( s)
versus ω for s=j ω

θ (s)
Figure 6.2Magnitude plot for transfer function versus
δ e (s)
ω for s=j ω

7 Phugoid Approximation
The phugoid oscillation takes place at almost
constant angle of attack, thus `α can be set to
zero. Furthermore as phugoid oscillation is of θ (s)
long period, θ is varying quite slowly; Figure 7.2 Magnitude plot for transfer function versus
additionally the inertia forces can be neglected. δ e (s)
ω for s=j ω

♦ For the phugoid approximation, the transfer

`u ( s ) 8 Transient Response of the Aircraft
function of is;
δ e (s)
' u HsL 821.894
d e HsL
=
- 3.54923 - 4.32088 s - 662.314 s2
♦ For the phugoid approximation, the transfer
θ (s)
function of is;

q HsL
δ e (s)
-0.166655 - 25.5453 s
de HsL - 3.54923 - 4.32088 s - 662.314 s2
=

Figure 8.1 Transient response of the aircraft for `u

5
Proceedings of the 9th WSEAS International Conference on Automatic Control, Modeling & Simulation, Istanbul, Turkey, May 27-29, 2007 87

Figure 8.2 Transient response of the aircraft for `α

Figure 8.3 Transient response of the aircraft for θ

Figure 8.4 Transient response of the aircraft for θ&

9 Conclusion
The equations of motion are derived and
longitudinal stability equations are found and
linearized. It is dedicated to stability derivatives
of longitudinal dynamic model of Boeing 747-
400. Then, transfer functions of elevator
displacement are calculated and Bode diagrams
are drawn.

References:
[1] Jafarov E., Lecture Notes, Istanbul Technical
University, 2006.
[2] Blakelock, J., H., Automatic Control of the
Aircraft and Missiles, John Wiley & Sons, 1965
[3] www.boeing.com
[4]Roskam J., Airplane Flight Dynamics and
Automatic Controls, Roskam Aviation and
Engineering Corporation, 1979
.

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