SOLUTIONS MANUAL TO ACCOMPANY Dynamics of Flight Stability and Control THIRD EDITION BERNARD ETKIN University Professor Emeritus Institute for Aerospace Studies University of Toronto LLOYD DUFF REID Professor Institute for Aerospace Studies University of Toronto ® JOHN WILEY & SONS, INC NEW YORK * CHICHESTER + BRISBANE * TORONTO + SINGAPORECopyright © 1996 by John Wiley & Sons, nc. ‘This material may be reproduced for testing or instructional purposes by people using the text. ISBN 0-471-10581-3 Printed in the United States of America 10987654321Contents Chapter 2 Chapter 3... Chapter 4 Chapter 5.. Chapter 6.. Chapter 7 2 - ennnnsnnnntnenin 134 Chapter 8.24 {a) REAR CHAPTER 2 20.99 ft 2.32 ftChapter 2 (b) Each wing panel is a trapezoid, thus = 7102 +25) 1501 = 2,775 £2 (257.81 m2) From App. C, Sec. C.2 A =b9S = (150)7/2775 =8.11 A= cyer = 12/25 = 0.48 From Table C.1 19.26 ft (5.87 m)Chapter 2 (©) From Table C.1 for uniform Cy, 0 142.48 2 31+ 48) = 33.11 ft (10.09 m) for the right half wing, [j = 0 for the complete wing (see Sec. C.1)]. From (C.1,5) for +y un Ara Use J = for the right half wing, From diagram 2.1 Ayy Thus 33-4 33.11 tan 24° = 20.99 ft (6.40 m) From (C.1,4) 2 pb as! Cegezdy but C¢, = G_ = constant at given or, thusChapter 2 Now for the right half wing ety) = 25-48 y= 5 - 0.173y ay) = y tan 4° = 0.0699y Jezdy = c1.748y -0.01209)2)4y 2 3 = Lay - 9.01200 +K = 2.32 ft (0.707 m) The 1/4-chord point of & is placed at (X, ¥, 2) as shown in diagram 2.1. (d) From (2.3,6) the control-fixed static margin is (hn -h) a From (2.3,23) (ignoring propulsion effects)Chapter 2 hora gi &) Q From (2.2,10) " . @) From (2.3.18) 6) From the given fact that hoy, = Bay. diagram 2.1, Fig. 2.12 and the results & of part (c), at the aft CG location Bh Thingy = 25 - 20.99 or 4.01 (h= hogs) 0.208 © Since Kn = 0.05 at the aft CG location (where Ky is a minimum), therefore from (1) + (6)Chapter 2 Fa = May = 0.05 + 0.208 = 0.258 From (2) and (7) oe Vv (1-2 Boe From (3), (5) and (8) oass[1 +3 ct 3a or oe |-as da ))” 19226 x 2775 0.258 + 6.973 x 10°58, = 7.7180 x 10-48; or Sy = 367.5 fr? (34.14 m2) a @) o 2.2 Assuming =W CLy=W/ G vs) V = 180 m/s = 590.6 fi/s 6Chapter 2 CLy = 207,750/ @ % 2.377 x 103 x 590.62 2775) =0.181 From the drag polar Cy = €Dariny + KC Ly =.013 + 054 x 1812 = 0.0148 From Cy, = ay Gy Gy = .181/.08 = 2.26" = 0.0394 rad From Exercise (2.1), and noting that hn, = Bnyypy (A= bay) = 0.208, (2.2.2) ig Cn, ww = Cimgcy + (Chy + CDy, Ow) (hay) + (Chg Ow = Coy) (2/8) NOTE: in (2.2,2) cry must be in radians, Hence Cany = 05 + (181 + .0148 x.0394) .208 + (181 x 0394 - 0148) 15 = -0.0134 (2.2,3) isChapter 2 Cin = Cmacy + CLiy(l~ By) }S +181 x.208 =-0,0124 The difference between the wo Cmy expressions is 0,001. This corresponds to approximately a 10% error, In some applications this may not be an acceptable error. 2.3 If Cryp isa linear function of CLyy then Cy) = C1 + 2 CLyp Where cy and c2 are constants. From (2.2.4) Cin = Cracyip + Chavet = Pay) Thus it follows that since (h - hnyp) iS @ constant then Crngcy,, = €1 = constant. 24 (23,1) is Imacyy * CLO = Boy) ~ Vii Cy + Crmp (2.3,16b) and (2.3,17) produce CL =a Sli + eq) +8 O40 (2.3,13) and (2.3.14) produce:Chapter 2 23,11)is Combining the above Cin = Cae ~ aS Gat 60) (h- hnyp) 7 ae +. Olwb(h - ng) > at Vin (a ity (2.3,19) is = Oty Bite Replace @ in (1) by 3,19) Cin = Cmacyip~ 9 Ga + £0) (1 Hg) k a 2m, #80VH G4 2) + Cmay FSG 89) CP ee 2Cm, + Ow [ae = Bayh) = a Wie ( - st | img + Cg, Cvs (2.3,20b) since (2 2), The above produces 90) (deenChapter 2 ae), Any, Cinoy = Ch = Bay) = a Vy [1 J+ Be na Ing) (1-2 = M814 + 65) 2H 3a + ale + id (Var $!¢h aye) (2.21) is Vir= Vu 8h bigs) Substitute (2.3,19) and (2.2,11) into (2) Eng = Cinacyy + Cmop * (2 ay) SED + iV +9 7 oa (2.3,21a) Q) 3) (3) is nothing more than (2.3,22b) and (2.3,22c) combined into a single equation, From (2.3,21a), (2.3,18) and (2.2,11) obtain From (2.3,20b) and (2.3,19) 10 (2.3,21b)Chapter 2 Can = Eg + Ging + 3 i+ €6) Cony ‘mg + Cg (2.3,20a) aS, where 0+ EB ie + £0) Cng o From (2.3,21a), (2.3,22b), (2.3,22c) and (4) a Ging = Crmseyip + Cingy + (0 ths) a + a,Vil€o + ip at ss de) IC 1809 [ ah ga (1-3 et] © From (2.2,11), (2.3,19) and (5) aS ng, 9 macs * Cmop“F'§' a+ €a) SP + aiuto +i) Cg = =A E a hayg) Cot id +S Ch hoy) + 2) aS 3a)” aS Ha rea Se} as ere ae ce on Cing = Cmacyip + Crop * AV l€ + wf 3% Now b = hy when Cyne =0. Thus from (2. nNChapter 2 5. fy 2), my 0 =alha- hay) -aVu[1-)+ 22 pom a ia} ae or _ as ae) 10Cmp hn — Hawy + VH| 1 - ao (2.3,23} ta af i) a aa oer) 25 (a) From (2.3,21a) ignoring propulsion effects o,f; a Cineg= all = Ray) 0H (! “fe a From (2.3,22a) ignoring propulsion effects Cing = Cmacy * 81VH Eo + | - @ From (2.2,10) ® From (2.3,18) a awn[t ath $(1-2)] @ Evaluating (3) 12Chapter 2 = 9 x 368 Vu = 6.145 x 1.50 = 0.6104 evaluating (4) 064 368 an.077[1 +98 3S A 3] = 0880/deg Setting Cm <0 and evaluating (1) Crm, = -088(h - .25) - 064 x .6104(1 -.3) <0 or h< 0.5607 ‘This is the controls-fixed pitch stiffness boundary. The CG must be forward of the point represented by h = 0.5607. Setting Cm. > 0 and evaluating (2) Cing = 018 + 064 x 6104672 + ip [1 Ogg Fa x O- a]>o or ij > -0.193°Chapter 2 (b) ‘The tail angle must be greater than -0.193° for the aircraft to be capable of trimmed flight with positive lift and positive pitch stiffness. For trimmed flight with 8: = 0, (2.3,20a) gives Cing + Cimg * t= 0 3) In level unaccelerated flight 1 ya L=We=a+a+spvs thus = 2W/(pV2Sa) W = mg = 22,680 x 9.81 = 222,491 N full seale S = (25)? x .139 m2 6.875 m2 thus 2% 222,491 1.225 x (123)? x 86.875 x 088 =3.141° Combining (1), (2) and (5) with the numerical data gives, ~.018 + .0342 (.72 + ig) + [.088(h ~ 25) - 0273] 3.141 =0 14Chapter 2 or 0342 iy +.276h = 1482 or ip=4.33-8.07h deg. From diagram 2.5 it can be seen that as h moves rearward (h becomes larger) the plot of possible (h, iy) hits the iy boundary just at (0.560, -0.193°). Note that for this example Cm, and Cing are both approximately zero at h = 0.560. h boundary tt = 4.33 - 8.07 h Diagram 2.5 From App. C, See. C.2 A=bYS 1652 3800 15Chapter 2 From Table C.1 = 25.99 ft (7.92 m) (b) Use the equation included on Fig. B.1,2. Here. tan Ag = tan 22" = 0.404 ‘The component Ly, , 0.4042) | 2 =(mext(t +a ht) =7.977 16(c) ‘Thus From (2.3,18) 2nA w= Cha = 357077 _2Rx7.16 =" 9977 = 4.51 /rad ae _ ay Oa TA =0.40 ay = 0.068/deg = 3.90/rad 3.90 870 =451[1 + 5p yp <4) 05 /rad 17 | Chapter 2Chapter 2 @) If 4 = 2 then Vy=Va From (2.2.11) Vi = Vie 20h boyy) becomes for Vi = Vit = Day From (2.3,23) with hay =h (h- hy) From (2.2,10) From (2. 1c), (1) and (2) Cing = 1" “1 = Ea 18 a (2) @)Chapter 2 90 x 92 x 870 x (1 25.99 x 3800 40) = -1.90/rad (©) From the Cm vs Cy curves of Fig. 2.29 it can be seen that Cg, is independent of CL and Cyn; 8¢ just shifts the lines by a constant x Be. = -0.028/deg From the Beyriny VS CLysim Curves of Fig, 2.30 By vim “114 @he Cuan 2 TN @h= 35 =-15.03" @ h=.25 From (2.4,13e) Bercim ai (=n) Chim or 19Chapter 2 Note that this value of Cm differs from that in part (d) because the CG location is det Geum Gi. = bo Thus (35h) = 11.422 (25- hq) = 15.03 9 or 0877 hy 0665 hy = 016 - $8 a Now from (4) and (5) 0212 by =.0141 or From (2.3,25e) and ‘a’ from part (c) Cing = a(h~ bp) = 5.05(.3 - 665) =-1.84/rad different. (4) (5) 20Chapter 2 27 (a) The pitching moment expression will now include Cmgg, Since now Cinacap = Cmacy = macy then in (2.3,224) Cgc, €4n NOW be replaced by Cimaey, + Grae, = 2Cmacys Also From (2.3.18) From (2.3,21a) neglecting propulsion effects ¥..{, 2 Cing, = (8 = Ming) ~ 8 Vir ( - 5s > de sa(h- hp, aw Va} lL -— ath = ny) =a nf a) =ath fgg) 2#2e( 28 zl 80 2 aby ayy Amys St=S ayChapter 2 From (7.3.22) with Cragg FDIC by Cina y nel neglecting propulsion effects = 2Cunge, steel test Q) ee a (3, Substitute (1) into (2) Cen, 0 (b) From (2.3,23) ignoring propulsion effects ag ae 2 P= Pao +3 5)Chapter 2 From (1), Vy = & /€ and (2.3,23) since ay = ay & ae ha=Pnyp + aie 8) 7.28) ¢ ae] = ® For the NP midway between mac’s of wing and tail (from Fig. 2.12) @) From (3) and (4) & _ (1 -de/d0) & 2g (2+ dela) = etten This is not very likely, 00. Ly =ay +4 pV2S w= awa P + Ow 1 Li=ay +5 pV2S +04 si Lw _ G@w Hae © my From (2.3,12) 04 = Gay in €Chapter 2 Faye since ay = ayy © From (5) and (6) Tey, chee a) Now (2.3,14) =0+02 ow Thus Ta. tn (8) Ht 0.8 chy ~ ip From (2.3,25b) Cn + a0eth = hn) For trimmed flight Cm = 0, thus inserting the numerical data in (2.3,25b) 0=0.2-5ax03 or 0.133 rad From (2.3,19) c= cay AEs &) thus (since Oy = Gb) 24Gy = 0.133 + Hig rad es) ae, = (2-21 =0,556 From (1), thus = 0.133 +.556 i rad Substitute (10) into (8) Ly ___0.133 +556 iy Ly ~ 08133 +556 i) hy 0.133 +0556 j = 0.106 Chapter 2 O) (10) 28 (@) CL=L/}pVv2s 1 =L/3 p0Ve2S where Py is sea level atmospheric density In level flight L = W, thus CL=W/} poVe'sChapter 2 Use the Standard Atmosphere table from App. D to find pg = 2.3769 x 103 slugitS Ve (in mph) x 1.467 = Ve (in fps) S= 174.5 fi? xeo altitude = Ve Wo Clim io fps) tb) 133.50 3651 4560 159.90 3639 0.69. 4700 184.84 363551 +10 4580 227.39 3629 0.34 2.0 86.82 532013056 32334 4620 154.04 3226 0.66 2.0 4740 18044-3220 04803 4900 221.52 3215, 0.32 1.0 80.43 4880 «127.6325 OBA 7.2 4820 151.10 2845.60 3.5 4880 178.97 2840043 4740 222.98 2835 0.270 (see diagram 2.8a) (b) As shown in Fig. 2.18 Seyi Chere ingim) YS CLypim are Straight lines for a given CG location, All the lines intersect at « common point on the CLisim 0 axis. This was true for the present data (see diagram 2.8a) 26Chapter 2 trim 0.1 0.2,0.3 0.4 05 0670708 09 10 11 12 1.3 c Ltim 2 Xoq = 93.89 in Diagram 2.8a (©) From (2.4,29) and Fig, 2.21, when the CG is located at the neutral point then Be ini Covi =0 (re we have Cuan =0)|, From our graph find the slopes for the 3 CG locations and make a plot like Fig. 2.21 aChapter 2 ai, ‘trim ac, Ltr 12 (deg) 10 8 6 4 2 0 80 XeG Gin) 93.89 86.82 80.43 aie OCL yim 5.50 9.09 13.04 90 100 . Xeg(in) Diagram 2.8¢Chapter 2 Since (2.4,29) indicates a linear variation with ha linear fit to the plot was made. and the x intercept was (diagram 2.8¢) xcq = 103.3 in as the location of the CG for h = hp, ie., the NP location, 29 (2.6,11b) (2.4,8b) = teWit + CLa.( = Pays) Substitute (2.4,8b) into (2.6,1 1b) Che, Chea 5 5 (a-hy) = hn) - “aby Cal ~ baw) bp eV a (2.6,4b) gives ey Sesh by; Use (2.6.4) to replace “a” in “ah” on the right-hand side of (1) to obtain Q) 29Chapter 2 In (2) replace ny By (ny ~ hn) + hn to get ChegaeWH CheaCLay aby bow 8) q 1 Bag Chala ha Use (2.6,4b) to simplify the first and fourth terms on the right-hand side of (3) (ha =P) Sg Vi (26,12) (2.4,8a) gives (2.5,4b) gives (2.6,13) 2.10 From (2.8,9) P=A+B ev? (a) =-GSGew Fy “bath = h, .) @ 30Chapter 2 From (2.6,6) From (2.4,14a) [erg + bay) - avi} For Cig, = 0 the above equations give 1 1 ® acVu From (2) and (3) A=GSeeo M2 (h-9 “a aca From the data, we need G in units of raditt = 3x12/57.3 = 0.628 rad/ft ley ‘Thus substituting into (4) (noting that by “a ) A = 0.628 x 40 x 250 x( = 62.8 Ib Substitute A into (1) P=628+B4 pv? 6) 31Chapter 2 Now, P = 0 for V = 300 kts P=0 0 = 62.8 + B 3 p(506)? From (5) for V = 522.9 fps P=62.8+B4p(522.92 From (6) and (7) eliminate Bp. P= 628 - 62.8 =-4.26 1b (forward, push on control) 32 506 fps. Find P for V = 310 kts = 522.9 fps. From (5) for 6) m34 CHAPTER 3 (3.11) gives q= be and tage §=ayy From (1) and (2) ga ods 2v2 From w cwey 5 pv2s it follows that From (3) and (4) Setting W = mg in (5) obtain since t =2nvpSé. a) 2) @) @) 6)Chapter 3 3.2 (a) Carry out the derivation using dimensional equations. From the dimensional form of (3.1,2) AL = Loot + Ly+q + Lag * AS: qa) From the dimensional form of (3.1,3) AM = Meda. + Mg q + Mig * 48. @) From the dimensional form of (3.1,5) AL = (n-1)W 3) From (3.11) a= De @ Since the aircraft is trimmed AM =0 () From (1) and (3) (n-1)W = La Aa+ Lg + q + Lay + Ady © From (2) and (5) = Mau + Mg+q+ Ma, + 8. o 34From (7) Act = -(Mg* q+ Mgy + A8e)/Mo, From (6) and (8) (-1)W a (Mags q+ Mag + A&) + Lg + q+ Lge + AB. From (9) Ade (be. - wEMs.) (nt W+ From (4) and (10) 8s (Lag Mae} From (11) Mg- La }¥ Abe Ma Le Lae Mg MB. WMa + (LoMg - LqMa) * Mala, - LeMay 35 Chapter 3 (8) 0) (10) an (12)Chapter 3 (b) Carry out the derivation starting with (3.1,6) AB’e Cw 1 Se =~ GY[ Cma- air Cig Coa Cha Cng)] where b= 2nvpse Cw= WA pves Cing= May pV28E From (17) and (18) (13) (4) (1s) (16) a7 (18) (ag) (20) Qi)Chapter 3 Cig, = Mal pV28E 22 Cin =Mg-—4 23) pVSe2 From (2.4,13d) det = Chg Cp, ~ Chay Cm (24) From (16), (20), (21), (22) and (24) (25) Abe a si GD" Tyas CoM, =LaMa) | Mae Wa 4l Mg _4LgM, mf $pv28E (pVSe) (5 vse) G pV?S Jp vse?) 37Chapter 3 WMg + (LaMg + LqMa) § 6 = Wala La, a) 3.3 (3.2,6) control force per g: Q- GSsEew sags CHL ~ CLgth = hm) 30"/ft = 0.52 rad/ft (units for use in Q) w = WIS = 50,000/937.5 = 53.33 lb/ft? (2.6.6) gives a’ =a(1 - Ca. bi/abp) Ss Cig, = 03 (2.4.88) = 044 x 230/937.5 = .0108/deg a= 088 (1 --0108*.17 088 x 48 = 0.084 38Chapter 3 = 2mipSc 50,000: « =2 «Gaz y0x9375 x 128 = 0.259/p det = Gales, (Pn ~ hyp) - acVa] (2.4,14a) Ignoring propulsion effects (n= hnyp) = Vin (1 E oa 2.323) = 31,85 x 230/(12.8 x 937.5) =0.61 (a= ng) = ed x61 x (13) 39Chapter 3 det = .088[.0108 x .31 ~ 044 x 61] = -0.00207/deg? Choy eg aa] (3.2,5) de bat teat ae Cm, = ha tm = hea G.L8) 22.9 hy +-44.21p oe Cheg = b1 (1-=) for bo = 0 (2.5, heen ( al for (2.5.40) =-.17( - 3) =-0.119/rad = -0,00208/deg We need bp in (/deg) thus bp = -0.48/rad = -0.0084/deg Dyn = hy + 44.21 p 00207 084 x ,0084 40Chapter 3 = hn + 44.21 p - 0693 - 4.79 p = hn + 39.42 p - 0693 and (hi him) = (fr ~ hy) + .0693 - 39.42 p =-.10 + .0693 .A2 p = 0307 - 39.42 p Thus 084 x 0084 2x —<* Q=0.52% 71.3 x 2.21 x 53.33 x 0307 + 39.42 p) =45.73+58,717p Ib To find Q for given altitude, find p for given altitude and substitute into Q. p in slugs/f’, 3.6 Express Cm in the form of (2.4,2b) C= Cing + Cm * + Cg, * Be a Propulsion effects are included in Cm. and Cing a8 seen from (2.3,21) and (2.3,22). Thus we can write Cm = Ch, + Cin + Cp + Cmg, +B Q 4lChapter 3 where (_)* represent values with propulsion effects absent. When Cy = 8: = 0 we are given 0.1-0.2CL G3) Thus from (2) and (3) for Cimp = 8c = 0 ca =01 (4) ) From (2), (4) and (5) Cm = 0.1 -0.2 CL + Cinp + Cngy * Be 6 (a) Consider the jet aircraft. We can find the constant value of thrust T (Corresponding to fixed throttle) from the level flight condition. In level unaccelerated flight T=D a L=W (8) since we are given L/D = 12 in level flight then from (7) and (8) 7 W o From (3.4,6a) for T constant(b) Chapter 3 Cinp = Wy CL? (10) = 0,033 CL qa) From (6) and (11) 1 -0.167 Cy + Cg, * Be (2) Thus Consider the propeller aircraft. We can find the constant value of power P (corresponding to fixed throttle) from the level flight condition. From (9) Wow" (13) where V for level flight can be found from Fpvesc, «ayChapter 3 or yen pc with all values on the right-hand side of (15) corresponding to level flight conditions. Thus under these conditions (since C1, = 0.4 in level flight) 2w px04 From (13) and (16) <0 i 8 oe From (3.4,6c) for P constant ae P 232 Cop=w Vow PCr é From (17) and (18) =! 32 Cinp = 0.132 «0.4 CY = 0.0528 C3? From (6) and (19) Cm 0.1 -0.2 Cy + 0.0528 C7 + Cg + Be Be as) (16) a7) (18) ag) (20)Chapter 3 ‘Thus dC 9 cle aCe = 0.2 + 0.079 C}/ As the aircraft slows down with L = W it follows that CL must increase. Thus the stability of the jet aircraft will not change while for the propeller aircraft 12 ae. = 02+ 0.079 ¢// means that gen will become more positive as CL increases. From (6.4,10) this means that the stability will be reduced. aCn 3.7 The expression for A 2 can be obtained by repeating the process used to derive ACm, PI 7 a of (3.4, a) Q) QB) ) (5) 15) with the following changes. replace ot by -B and aj by -Bj, assurhe that Fig. 3.7 holds but now represents a top view of the engine, replace M by N, assume that there is no significant sidewash effect, and take ej=0, Bi. use @ Thus (3.4,15) becomesChapter 3 3.8 3) and (3.5,4) the shift in hy due to flexibility is Aha a¥n() Fi —_1— a Oo} 1 + ka 5 pV2S, s positive (the usual e). It is seen that Abp a, ae where we will assume ina a depends on V2, The second factor in parentheses in (1) is negative and thus there is a forward shift in the location of the neutral point due to flexibility. As V decreases the forward shift becomes less and the aircraft's stability is increased. This holds for all values of CL, ‘The tail load can be found from C1, and the equations following (3.5,4) in the text and 1 SpVSCL, Q Thus Q) Assume a normal aircraft where the change in elevator angle Abs must be negative when it slows down. Thus aed, undergoes a negative increment when the aircraft slows down. It is also seen that the denominator of (3) becomes larger when the aircraft slows down. (a) If CL, is initially positive, then as the airoraft slows down the numerator of (3) is initially reduced in magnitude due to A8y. A decreasing V also leads to an increasing denominator. This results in a decreasing [Ly If the aircraft can be 46Chapter 3 flown at lower speeds, Ly may approach zero and even become negative. How the magnitude of Ly behaves when it is in the negative region will depend in detail on the aerodynamics. However, initially, as the aircraft slows down it becomes more stable with a smaller te oad and thus is less likely to suffer structural damage. (b) IEC, is initially negative, then as the aircraft slows down the numerator of (3) is increased in magnitude due to the negative Ade. At the same time the denominator is also increased due to 1/V2, Whether or not ILy| is increased as a Fesult depends in detail on the values of the aircraft parameters. It could be either increased or decreased, 3.9 Derive (3.9,8) XpSp SCN, CN a‘ a BS" bay @ From Sec. 3.4 Crp = Np/s PV28p @ From Sec. 3.9 Cro Nig pV2Sb @ For this development the following top view of the airplane applies for ay a)Chapter 3 ~ propeller disc | (-B) now has the same influence as ap in Fig. 3.5 and thus it follows that aX, Ary & eB dap Assume that there is no sidewash present. From the diagram 5) Thus from (2), (3), (4) and (5) 2G 1 aN AB” Fpv2sp aB = pon fhe Tpvase 2B 48Chapter 3 221 pvas, 2% A pvesp? ap =~ SpSn.2CNp OS Dap 3.10 2-D Estimate of by From App. B.1 find Cz. M0, hence evi =1 ‘Thus w= Cit From Fig. B.1,1 with Ye = 0,09 (Ceg)incory = 6.74 rad! Se )-012 K=0.86 and with R = 107 and tan From (B.1,1) 1 50.86 «6.74 Cla = 6.086 rad-t 49Chapter 3 and CealCeancory = 9-90 Next use App. B.3. Since M—0)it follows that the 2-D value of by is (by), 325 From the top figure of Fig. B.3,1 with e7/e = (Od g7 =-0.59 rad! theory Note that ()* implies that tan (5)= Ue. To obtain Cy (Cig) nggry 88 tequired in the 0 bottom figure of Fig. B.3,1, use App. B.1 with unl | 0.09. From Fig. B.1,1 - = 6.74 rad! (Cla) inggey = 9:74 Fad and K=088 ‘Thus from (B.1,1) Cha BP x 0.88 x 6:74 228 rac! and Ce el!C. tncory = 9-9? Thus from the bottom figure of Fig. B.3,1 (MO Dpyy = 0.82Chapter 3 and using (bi), from above (br), =-0.82 «0.59 = -0.48 rad ‘Thus from (B.3,1) to" On +2 [Cea “Crg] (8) 4] = 0.48 + 2[6.74 - 6.228] [0.12 - 0.09] = -0.449 rad“! 2-D Estimate of bj Including Nose Balance From Fig. B.3,3 the effect of nose balance on by can be found. We have an elliptic nose ance ratio of (0.2, thus (b1)g balanced/(b1), plain = 0.85 and since (bi), above is (b1), plain thus (b1)p balanced = -0.85 «0.449 = -0.382 rad“!Chapter 3 3-D Estimate of by Including Nose Balance ‘The above result can be corrected for aspect ratio effects by using Fig. B.3,4 and (B.3,2). First find the parameter From the top figure of Fig. B.3,4 F) =0.32 From the bottom figure F2 = 0.0095 rad“! From (B.3,2) using (by), balanced, the value of by corrected for aspect ratio is (noting that F3 = 1) by = (by), balanced (1 - F)) + FoF3Cey 0.382(1 - 0.32) + 0.0095 x 1 x 6.086 0.202 rad-1 52Chapter 3 2D Estimate of b2 From App. B.2 find Cys... From the top figure of Fig. B.2,1 for oy/e = .325 (Cla) oyy 459108" From the bottom figure (with Cég/(Céq cory = 0.90 from above) CeeMCA\ cory = 9-86 thus Cog, = 3.95 rad) From the top figure of Fig. B.3,2 (2)gyp = -0.916 rad! To obtain a value for Cha C86 ory as required in the bottom figure, use App. B.2 with tan (F)=0. 09. From the top figure of Fig. B.2,1 (CE. inoory = 459 Fa! From the bottom figure, using Cp Cea) cory = 0-9?Chapter 3 from above, one finds eg Cea tneary = 9-885 and thus. Ces, 4,062 rad"! From the bottom figure of Fig. B.3,2 (oy) yftb2)Gq = 0.90 and using (b3)¢ from above (op), =-0.900.916 0.824 ead ‘Thus from B.3,1 ‘| (bndy = (02), +2[ (CHR peony Jl 6): 0.824 + 2[4,59 - 4.06] [0.12 - 0.09] 792 rad! 34Chapter 3 2-D Estimate of by Including Nose Balance The effect of nose balance on b can be found from Fig, B,3,3, We have an elliptic nose and a balance ratio of 0.2, thus (ba), balanced/(b9),, plain = 0.84 Since (bg), above is (bz), plain, thus (b2), balanced = -0.84 0,792 = -0.665 rad"! J-D Estimate of b2 Including Nose Balance ‘The above result can be corrected for aspect ratio effects by using Fig. B.3,4 and (B,3,3). From the bottom figure of Fig Abo) = 0.017 From (B.3,3) using (b2),, balanced, the value of ba corrected for aspect ratio is (noting that F3 = 1) ba = (ba), balanced - (4/6) (bi), balanced + A(b)F3Ces, where (ai/8) comes from the top figure of Fig. B.3,4Chapter 3 (@/8) = 0.28 Cap./Ceg = 0.28 x 3.95/6.086 =0.18 Thus bp = -0.665 + 0.18 x 0.382 + 0.017 x 1 x 3.95 0,529 rad! 36CHAPTER 4 4.1 Newton’s laws apply to the motions of bodies relative to an inertial reference frame. ‘Thus the angular motion developed in the text (since it is to be used in a version of Newton's Second Law) must represent a quantity expressed relative to Fp (since we assume Fe is an inertial reference frame). Thus ne Jexvean is the actual expression for h (in the text VE is replaced by V since W=0). Since none of the factors on the right-hand side depend on W it follows that h is independent of W. 4.2 From (A.1,3) 02y]P0+a7Px Fp@rg =| 2 0 -x ropfty yx 0 -q p 0 z “tzZ-qy Py pz x =| ax seep ge y x ty -ay-px z xz gxy + py? + p22 =| qx2-ryz-pxy +z? rx? + ry? qyz- pxz 37Chapter 4 (+e) Gy) xz) Pp =] -y) @2 +22) -(y2) q -(xz)_ 2)? + y2) i which leads directly from (4.3,3) to (4.3,6). 43 Lep = L,(-y) Ly(-0) Lx(-0) (44,2) = Lay) 126-0) Lio) (from (A.4,10)) cosy -siny 0] [ cos@ 0 sind =| simy cosy 0 0 1 0 | Lice 0 09 14 L-sind 0 cose cosBcosy -siny sinBeosy ] Pf! 0 0 =| cos®siny cosy sin® sinw 0 cos -singd -sin@ 0 cos 8 0 sing cos.@ cos cosy sing sin cos y-cos sin y cos 6 sin @ cos + sing sin y cos @ sin y sing sin @ sin y+ cos cos W cos sin @ sin y- sin 9 cosy sin @ sin @ cos cos 6 cos 6 which is (4.4,3). 38Chapter 4 4.4 Assume that the orientation of the principal axes Fp and the stability axes Fs is given by Fig. 4.3. Thus a single rotation of € about the y-axis of Fp carried it into Fs, ‘The corresponding rotation matrix is thus (A.4,10) Lsp = Late) cose 0 -sine =| Oo 1 6 sine 0 cose Let the location of dm be given by r such that y 27 rs rps[x' y' 2']7 and rs =Lsp rp Thus X=x'cose-2'sin€ z From (4.3,6) Ik J (y? +22)dm Jty2-+x? sinte + 2x'z sin e.cos e +2 cos 2e)dm 59Chapter 4 Note that f x''dm in principal axes, thus using 1 = sin’e + cose Ke] [v2 +82 sin2e+ (y? +22) cose] dm 2 in2e Typ 008% + Inp Sine From (4.3.6) Le Joe + y2)dm 2 cose - 2x'z' sine cose +2? sin2e}dm = Joes where J x’z'dm = 0, Ina fashion similar to the derivation of ly l= J [(y? +22 sine + (y2 +x2) costeJam 2 e np Sine + Iz, coste From (4.3.6) e cose + x'z(cose - sinte) Jam i : 1 where J x'z'dm = 0. Thus, since sin € cos = 4 sin 2 Iny=J 4 sin 20 [ex2-+ y2)- (2 +22] am sin 2€ (leg Ip)Chapter 4 4.5 From (43,1) hp = tp vp am ay Based on Fig, 4.1 in the text, (4.2,4) is, vesheg the 2 ‘Thus (3) From (1) and (3) hye) Fobneteg m+) Fp Laciedm =[J fom] Use fe +] Fe Lae te dm @ Note that Lge fog can be taken outside the integration in (4) because it has the same value for all dm on the body. The first term on the left-hand side of (4) is zero because the origin of Fp is at the aircraft's CG. Thus Fg Legig dm (6) From (A.4,21) Lae fe = tp +05 re © From (5) and (6) J #e imam + Jip Ba rp dm o ‘The second term in (7) is the rigid body contribution to hg as given by (4.3,3) and (4.3,4). The first term in (7) is due to moving parts of the airplane and is called hg. Thus 61Chapter 4 hg =Ig@p + bg 8) From (4.5,5) fp +ép hp 0) ‘Thus from (8) and (9) the additional terms in the moment equations due to spinning rotors are (if we assume hig = 0) @hy=| + 0 -p || hy hy - thy =| rhy- phy, (20) phy - hy as given by (4.6.2). 4.6 In (4.10,3) lett =Ts a where T, is the characteristic time of the spiral divergence. 2 Since we are told to ignore M and RN, consider the nondimensional combinations ar and Pm 7 pe & For dynamic similarity, these groupings must be the same for the two aircraft (a) Let (Ja be aircraft A values, Equating the above two groupings for the wo aireraft leads to a and 2Chapter 4 Q) From App. D, at 20,000 ft 673 x 105 slug Thus from (1) Pa QB) where ma _ ig = 100,000/225,000 = 0.444 =L5 Hence, from (3), Pa = 0.444 x (1.5)3 x 1.2673 x 103 = 1,899 x 103 slug/ft3 From App. D the altitude corresponding to py is 7,500 ft From (2) 2 _£4.2 8a ay Yon “ 63Chapter 4 Thus x (400)2 or Uo, = 326.6 knots Thus A will be dynamically similar to B at 7,500 ft altitude and a speed of 326.6 knots. (b) From x = Ty a under conditions where the two aircraft are dynamically similar xa =p. Thus (5) Hence 400, 100 = 20*396.6" 150 = 16.33 seconds. W, © Clasp 3 ©) JPA, SA WwW: Cig o TPB yy SB 64Chapter 4 Thus = 100,000 | 1.2673 x 103 ( 400 ? (4g97 = 223,000 “T'g09 x 107 as expected, since Cy, is also a nondimensional combination, and as such must also be the same for dynamic similarity, 4.7 From (4.9,17) AZ = ZyAu + Zyw + Za +Zyq + AZ w AM = MyAu + Myw + Mgah + Mgq + AMg 2 From (4.9,7c) and (4.9,8b) SZ 908 sin 85+ 10 @) d= 7 @ Substitute (1) and (2) into (3) and (4) yea a Fa Azo. ong sin 89 + ton ) = [MuAu + Myw + Mal + Mgq + AMe ]/ Ty (6) 65Chapter 4 From (5) W(m = Zy) = ZuAu + Zww + (Zq + mug)q - mgA6 sin @y + AZo a and (7) is the second component of (4.9,18). Substitute (7) into (6) to eliminate W . M, dy = Mydu += 4 Mgq + Mg Za modg _ Masmed sin r m-Zy m-Zy + OMe + Mg (8) and (8) is the third component of (4.9,18). 4B X, Follow the method used in the text (See. 4.11) to generate Zy ‘OX, Xa=(5q a where 1 va X= Cx 3 pV2S 2) Thus QB) since Vo = Uo, 66Chapter 4 But = g “@ Thus 6) My Follow the method used for Zy noting that M= Cm 3 pV?SE (6) Cing = 0 oO (8) But W = Up@x, so that My =4 pugse (Cm wea 2) Looe = 7 PUoSCCing, @) 67Chapter 4 Mp. Follow the method used for the L derivatives in the text cyzpves (oy (dd) But 12) Thus 3) Ny Follow the method used for Ly. 2 (8) 0)Chapter 4 Note that in (9) use has been made of the fact that (=), =0. Hence, since v = ue, Ny = pugs 358) = pics 3 Cog (0) 49 Let = (Pe de tel" a o=iP gq on™ @ It follows that = Ley Oy 8) Now Lgp is a function of (, 8, y) us given by (4.43). From (4.4,7) 4 8 | =To, @ u where T is a function of (6, 8, y) as given by (4.4,7b). Thus (3), (4), (4.4,3) and (4.4,7b) can be solved simultaneously on a computer to produce ae given @y. ooChapter 4 4.10 Assume that = 8 = 0. Thus making the usual assumptions -mg + Zitig AZ= Zhe AX =AY=AN=0 AL=L46 AM = My From the above and (4.9,7) Ail=-g6 From (4.9,10¢) From (4.9,9) 70 w @) 3) @) 6) (6) a (&) @ 10) ay 12)Chapter 4 When the moment equations of (4.7,2) are linearized to produce (4.9,3) the hy were dropped, In the present problem hy = hy = 0 but hy = H and thus should be retained in (4.9,3). Also, since the body axes are principal axes it follows that I,, =0. Thus the linearized moment equations become (since Lg = Mo = No = 0) Loo =k + gH (13) Mp@ =1,8- pH a4 O=1F as) From (15) ©, thus if we start up with y=r=0 then they will remain equal to zero. Thus if this were true we could drop (12) and (15) and set r= 0 in (7), 4.11 Assume that W is the wind as seen at the CG of the aircraft, Next make the point approximation, that is, the aircraft is small compared with any spatial variations in the wind, ‘This means that the wind xt any value of time is uniform over the complete aircraft. Thus from (1.6.1) VE=V+Ww @ and the angular velocity @ used in calculating aerodynamic forces and moments is unchanged from the text. Recall that the forces and moments also depend on V, the airspeed. From (4.2,15) teomvE @ nChapter 4 From (1) and (2) fg =m¥g + mWe @) Following the development leading to (4.5.4) fy = m(Vp + Gy Va) +m(W, + @; Wp) (4) or ~ Gy Va— (Wp + Gy Wa) 6) The first two terms on the right-hand side of (5) lead to the force equation terms contained in (4.9,18) and (4.9,19). The additional terms are ig wg © and Org ug -@Wa= -| 1 0 -p || vg a 4p 0 we =0 if W is small then all terms in (7) are second order and can be dropped from the small- disturbance equations. Now let be tel ®) 72Chapter 4 Thus VE=Lep V5 @) From (1) and (9) VE = Les Va +Lep Wa (10) ‘The first term on the right-hand side of (10) leads to the [Akg Avg. Ade] expressions in (4.9,18) and (4.9,19). ‘The additional terms are Leg Wp. This can be expanded as follows. Start with : (4.4,3) and linearize it on the assumption that @ and y are small. This gives cos@ osind-w sing Les=| ycos@ 1 wsin 8-6 ap -sin@ — Qcos@ cos 8 Now use 6 = 65 + A@ where AQ is small and further linearize (11) €08 8 A@ sin OO sin B-y sin By +A6 cos Leg =| YW cos 85 1 ‘ysin 65 -o (12) -sin By-AB cos Gy 9 COSA cos Hy AB sin A Now form Lep Wa dropping all second-order terms, this gives the additional term Ug COS 8p + we sin By ‘s 13) Ug Sin By + Wg cos B 2BChapter 4 4.12 For this problem 0 since it is a vertical cirele. for circular loop of radius R (©) Atthe bottom of the loop we are given = From (4.7,3) it follows from the above that at the bottom of the loop: gq =beos $+ cos 6 sino =6-¥ rea) rt =tcos @coso-dsing =f 3) To evaluate the moment equations we need p, 4, Fr. Obtain these by differentiating (4.7,3) and using (a), (b), (¢), (1), (2) and (3) b =o =0 4) 4G =Gcoso-6dsing=0 (5) 74Chapter 4 + =6sing-6 bcos © From (4.7,2) and the above, and making use of I,x = 0 and h’ = 0: L =0 @ M =0 @) N =LF+ patly - 10 o From (1), (2), (6) and (9) N =O 4lly-Iy-L) Sho 1300 - 500] = 78.54 fulb (10) 75CHAPTER 5 5.1 From the equation before (5.3,13) ac (M cos A)? Mm 2G. -_ Moos AY, M Ty -(M cos AY] and as zeVv? where VeMa At 20,000 fi altitude, from App. D, p= 1.2673 x 10° slug/ft3 036.9 fps Thus 2x70 c= © 1.2673 x 103 x (1036.9)? M2 = 0,1027/M2 From (1) and (4) ACL, _ 0.1027 cos? MOM 7 1- MP cos? 30" 0.07703 1-0.75 M2 (5) is ploued in diagram 5.1, 16 a Q) QB) @) oO)Chapter 5 x10° M, (ia )o Oy 0 0.2 0.4 0.6 08 1.0 M Diagram 5.1 From Table 44 Zu=-Pllo SC 608 8p + 3 PUSCzy © From (5.3,12) itis seen that the M contribution to Cz, is 71Chapter 5 and thus the M contribution to Zy is Zou a From (3), (5) and (7) 1 07703 Zadyy =~ P98Mo +995 NEP ly. 3 Mo. 1.2673 x 10° x 1036.90 x 5500 x 07708 x 55S @) (8) is plotted in diagram 5.1 ib acy, Zu) M, Mo (xt) Za 0 0.07703 0 0.25 0.08082 -73.02 os 0.09481 “171.3 0.75 0.1332 361.2 10 0.3081 “11140 Zy for the B747 from Table 6.2 is -1778 Ib/ft/s at M = 0.8. From diagram 5.1 (Zy)yy = -430 Ibyfi/s at M = 0.8. The difference can come from several sources. For example, the B747 is at 40,000 fi, not 20,000 ft altitude. The B747 wing loading is 115.8 Ib/ft2, not 70 Ib/ft2. Also, the 747 value includes aeroelastic and powerplant effects in addition to M effects. 78Chapter § 5.2 With the wind tunnel turned off and neglecting Mg, only the spring produces a moment, thus “ka0 a In the wind tunnel gaa 2 ‘Thus from (1) and (2) A+ rae =0 @ If the system of (3) is released from an initial A@ #0, then it oscillates with a frequency of VE mas 4) ‘Thus observing @p and knowing k, (4) can be used to determine ly [on With the wind tunnel turned on, the pitching equation becomes (from (4.9,18) augmented by the spring) dy = Aulu + Aww + Agq + AgA@- kA where Ag= Mg + My 7 6) From (5) with Zy = 0. and using Table 4.4 Aq=Mg+ voMg = g Puce >S(Cny + Cp) (6) 79‘Thus (Cinq + Cme) can be found from Ag iq + Cee 1 Now in the wind tunnel setup, if ug is the tunnel wind speed and ®) = 0 Au = uo(cos A@ - 1) w= uo sin 40 and from (4.9,18) with @) = 0 Ag=0 ‘Thus from (2), (5), (7), (8) and (9) for A@ small Au and or 80+ 260048 + 0240 = 0 Chapter 5 ga (8) 0) 0) ay (12) 3) Here - 84 = 2¢cq cun be found by observing the damped oscillation of the system after exciting iy it and measuring its frequency and cycles to half amplitude (assuming the system is stable). From ly (as previously measured withthe wind off) and (6), the desired (Cig + Cm) can be estimated, For example, using (6.1,12b) inl =0.11 Nip 80 (4)Chapter 5 where « is the measured frequency and N12 the measured damping expressed in cycles to half amplitude. Since the system is assumed stable Int as) From = (@? + n2!? 16) and C= -nfon ay ‘we can calculate 20 and hence Ag. 5.3 The stability derivatives are made up of @ wing contribution and a fin contribution. The wing contributions can be found using App. B and the fin contributions using Chaps. 3 and 5 Start by finding the fin contributions, Fin Contributions From (3.9,5) and (3.9.6) Sper We S5 Si = 05° ay Op From (3.12,1) 81Chapter 5 = 96) Spzp (VE? Capa ==(1 Fh a a(¥) 2 Assume that Vp = V and use the given data to form from (1) and (2) (Ciggin =-3:5 1x 2Vy x O.L =-0.7 Vy perrad QB) pee From (5.8,3) (4) Assume that x = Oand use the given data to form from (1) and (4) (Cait = 35 + Wy x OL x 20.5 =0.7Vy (5) [ew | From (3.9,7) Ve ao (Cag) = ¥va 1. 6) uit var(VF( 5s) © Assume that Vp = V and use the given data to form from (L) and (6)Chapter 5 (Cap ait = Vv x 3.5 «11 =3.5 Vy perrad a Cu From (5.8.4) (Coot (8) a Assume that 5¢ = 0 and use the given data to form from (1) and (8) (Crp i) 3.5 * Vv x2 «0.3 @) Wi niributions Ajjais given in the data but Ayp is also required when using App. B. Ayj2 can be found by assuming (C.3,2) applies 14a Atan Ag=Atan Aya + 1-& =Atan A; 2} 10) wn aias2(t4) wo) From (10) and A = 5 obtain for 2 = 0.5 wn aig stone A (4)Thus Ay = 27.05" Let T be I’ expressed in degrees. Assume wing wist @ =0 and M=0. Thus (B.9,1) gives Cipwing 573 ale)... Kuy +(e] Q 457.370 (* Kur] per rad From Fig. B.9,1 (Brn =-0.0025 per degree Kuyt From Fig. B.9,2 From Fig. B.9,3 (cf 0.001 per degree From Fig. B.9,4 Cl ( -0,000175 per deg? From Fig. B.,5 Kup=1 From (11) to (16) and the given data 84 Chapter 5 ab (12) (13) (14) as) (6)Chapter 5 (Cip wing = 57-3 * 1 [-0.0025 % 1 - 0,001) +57.3 1%-0,000175 x 1) 1.201 - 0.010 T? per rad From (B.11,1) and (B.11,2) with @ = 0 and M = 0. i ‘AC),) Te M=0 ae cuhy M=0 From Fig. B.11,1 From (B.11,3) AC\.) 1 mA sin Aya Tr} Ra+4cos Aya dex x05 125 + 4x 0.866) = 0.0773 per rad From (18) to (20) and C= 1 (Cidging = 10325 + O03 = 0.325 + 0.00135 Fe 85 ayy 1g) 19) (20) QDChapter $ Cog. From (B.9,3) with (hay ~ h) = 0 and using the other given data 1 tan Ava A Ad (Cag)wing = CL2| = - —— AM feos Aiyg -4- —A-— (Cop)win Na TA(A +4 c0s Aya) ( Mag Toa) if——-—_05"___pgee 5-95 4nx 5 5m(3 + 40.866) 2 8x 0.866 = 0.0387 per rad (22) From (B.11,4) Gre 05 , 7 Sie (Cop wing (qe * (cu,)o» (23) Since L/D = 12 it follows that q Cp= 7 = py = 0.0833 (24) 86Chapter From App. B.11 Cb9= Cp- CL? TA = 0.0833 -_1_ Sn = 0.197 From Fig. B.11,3 with (hp,, -h) = 0 From Fig. B.11,4 with (hn, ~ h) = 0 From (23) wo (27) = -0.0908 Ein Plus Wing Contribution From (3) and (17) Cig = -(0.7 Wy + 0.201 + 0.011%) per rad From (5) and (21) Cy, = 0.7 Vy +0325 + 0.00135 Fo From (7) and (22) =3.5 Vy +0.0387 _ per rad From (9) and (28) -3.5 Wy - 0.0908 87 25) (26) en (28) 29) (30) G1) (32)Chapter S Stability Boundary. E=CigCn,- G,Cng = 0 (33) From (29) 10 (33) (0.7 Vy + 0.201 +0.01 PV3.5 Vy + 0.0908) ~ 0.7 Vy + 0.325 + 0.00135 P°)(3.5 Vy + 0.0387) = 0 or V0.7 x 3.5 - 0.7 x 3.5) + V0.7 x 0.0908 + 0.201 x 3.5 - 0.7 x 0.0387 - 0.325 3.5) + FO(0,01 0,0908 - 0,00135 x 0.0387) + PV (0.01 x 3.5 - 0.00135 3.5) + (0.201 * 0,0908 - 0,325 x 0.0387) = 0 or 0,398 Vy + 0.000856F® + 0.0303P°Vy +.0.00567 = 0 G4) or T(0.0303V + 0.000856) = 0.398V, - 0.00567 This curve is plotted on diagram 5.3 based on re 0 -6.62 0.01 “1.46 0.05 6.00 Ol 8.78 02 10.68 10 12.59 88Chapter S From (34) and (6.8,6) with @5 = 0 it can be seen that for static lateral stability F must be larger than the value plotted in the diagram, Diagram 5.3 5.4 From (5.3,14) the propulsion contribution to Ciny is given by 5), a 89Chapter From (5.3.8) Cry=-2Cty 2 From (5.3.10) Cro= Cg + Cw in 8 @ From the given data, from thrust M=-0187 @ Thus Cm =-0.18— 6 7pV2Sb But . Cr=yt © Thvas From (5) and (6) a) and ac, - mY = 0.18 8) (oer) 5 From (1), (2), (3) and (8) the inerement in Ciny is 0. 26 (Cry + CW si Oo). 5.5 The theory behind the solution is contained in Sec. 5.7 and Fig. 5.15. From Fig. 5.15 itis seen that both the left and right half wing make the same negative contribution to N due to tilting of the lift vector for a positive roll rate p. ‘Thus the resulting N is twice that produced by the right half wing, From the figure it follows that 90,Chapter 5 b2 J ysineat where — Py oma Making the small angle approximation If the original lift distribution was dL, then after roll is introduced dL = dL’ + Cry Combining (1), (3) and (4) and dropping the second-order term in @ me, n=2f “Pav é % 2 J y'dL" ° Uo. Since the lift distribution is elliptic it follows that dL! = fly) dy 91 pV2edy a) @ @ @ (6) ©where From (6) and (7) From (5) and (8) In (9) let Thus From (9), (10) and (11) In (12) let Thus From (12), (13) and (14) But and £20 z ata afi - Bay 2: Ve 2 Te u Spa my Z=sing dZ= cos odo wi 3 BPP J sind VI - sin vos 6 d6 io § Vv 29 = cos 6 Chapter 5 a (8) (9) (10) any (12) (is) (16)Chapter 5 From (15) and (16) (17) From integral tables (18) From (17) and (18) ag) From (19) a IN Np= op (20) From Table 4.5 and (20) mab — (21 L6puc?S ep In order to express Cp in terms of C start by finding the total lift when the wing is not rolling, From (7) this total lift is ; (area of an ellipse having minor axis “a” and major axes ““b/2") thus L in (33) (22) or mab =4L' (23) 93Chapter 5 and cy ea 3 Pues From (21), (23) and (24) it is found that c& Cap = - SE es) 5.6 Start with Fig. 5.7 (M=( case), Fora step input of a(t) = a it appears that the CL Fesponse can be represented by Croop(t) = A + B&Q) +C(1 -ePty a) where A is the value (CY) of CLep(t) at t= OF after 6(4) has gone to zero. For this case, step) Of Chey! from See. 5.5, the value of CLsjep(t) for t large is gCLg. Thus A+C=a0Cig Q But A=Ch, @) Thus C= Oy Clg - hep (4) The value of D can be found by fitting (1) to the M = 0 curve of Fig. 5.7. From Table A.1 the Laplace transform of (1) is a -tAtO c Chap FBS 5 ©) 94Chapter $ and the corresponding step in o: is given by — Go a-% © ‘Thus from (5) and (6) the transfer function relating Cy, to ais Gt : = Lat 0+ 8s sp] 0 8) From (7) and (8) Cramp At I4B.—C ~A+O BC, Cc ae ts Ds*DG+D) o which represents the integral of (5). From Table A.1 and (®) Cramp = (A +On+(B- (20) =(A+O1+B- 95Chapter $ The value of B is seen t0 bE CLeamp(0) The slope Of CLamp(t) iS CLsep( ©) SINCE CL ramp) i8 the integral of Ci gop(t)- Thus for large values of t from (1) and (2) the slope of CLramp 18 CCL g AS required. At t=0* the slope of Champ is A or Cf so ‘Overall, (10) has the required shape. ‘The vertical offset between CL yampp(t) and C_g6t for t large represents the effect of 6 on Cx. 96CHAPTER 6 6.1 From (6.3,10) with My = itis found that (6.3,12a) on? -gZy/mMug a From Table 4.4 Zu = -puoSCw, C08 G + 5 puoSCz, 2 ‘Thus from (1) and (2) Ty = 2/09 =2m [4] pgSCw, 005 8 «4 pgSCz,) 3) m 2m Ta=2n4/—= @ PESCWe the Lanchester period of (6.3.5). In the above Cw, = mg/4 pug?S and thus (4), for example, For y= Cz, = 0 (3) gives becomes nya 4a () 6.2 — Following the method of App. A.5, let the i!" component of the eigenvector for the mode associated with 2. be given by xi(D) = xe ay where @) o7Chapter 6 and xi may be complex. From (4.9,19) assuming @) = 0 Wd =r) 3) From the Laplace transform of (3) co wand x9 =r, thus from (2) xu) x1 x2(t)~ x2 6) From (4) Ni(s¥Na(s) = Us thus from (5) © where, from Section 6.2, 2ug _ 2x 774 195.7 = 7.910 The following table lists the results of applying (6) 10 Table 6.9 using the eigenvalues of Scetion 6.7. 98Chapter 6 e [ v | Va £180" 1 9.20%10-4 £180" | 0,997 £0" 0.56248. | 1.7778 £180" i ; Dutch Roll 0.033011 | 1.9558 7-02.00" +0.94655i 0.0040 £0" 0.037 2112.3" | 0.309 2155.7" From (4.9,19) assuming 89 = 0, Aye = ye Je = ueyed) + vO) oO From (1) for the mode associated with yr yet = yee wt) = ert (8) vO) = volt Substitute (8) into (7) Aye = ugweét + vert (9) or YE=UoW+y ad = (y+ 0) oy a or ye 1 Ut ae (y+) (ay 99