4 Dynamic Stability

4.1 Stability Axis System

Previous Chapter Recap:

- The prior analysis focused on stationary flight conditions, where forces and moments are in
equilibrium.

- This involved solving algebraic equations to find control surface deflections needed to maintain steady
flight (e.g., elevator deflection for a given lift coefficient).

Introduction to Dynamic Processes:

- Stationary State: Independent of time, with equilibrium of forces and moments.

- Dynamic State: Involves time-dependent changes. When an aircraft is disturbed from a stationary
state, its states (e.g., velocity, orientation) evolve over time until a new equilibrium is reached.

Sources of Disturbance:

- Internal: Actuation of control surfaces (e.g., rudder).

- External: Environmental disturbances (e.g., gusts).

Equations of Motion:

- Described in Chapter 2 as nonlinear differential equations.

- Nonlinear nature makes direct analytical stability studies difficult.

Linearization:

- For small deviations around a stationary state, linearization approximates the system well.

- Linearized equations have constant coefficients, simplifying analysis.

Analysis Methods:

- Laplace Transformation: Converts differential equations into simpler algebraic equations in the
frequency domain.

- Solutions in the frequency domain can be transformed back to the time domain.

- Allows prediction of system properties like natural frequency and damping without full back
transformation.

Independence of Longitudinal and Lateral Motion:

- To simplify, longitudinal and lateral motions are analyzed separately.

- Equations for dynamic analysis are set up in the stability axis system.

Stability Axis System:

- An aircraft-fixed axis system (x, z) aligning with aerodynamic system axes in the stationary state.

- Initial State (Index 0):

- \(x_0\) aligns with aerodynamic velocity vector \(V_0\).

- \(V_0\) is tilted by climb angle \(\gamma_0\) relative to the earth-fixed coordinate system in no-wind
conditions.

- The attitude relative to the aircraft is given by angle \(\alpha_{Tr}\) between \(x_0\) and the zero-lift
direction of the wing-fuselage combination.

Equation (4.1):

- Describes the relationship between lift coefficient \(C_{LT r}\), lift curve slope \(C_{L\alpha}\), and
angle \(\alpha_{Tr}\).

- Derived from previous equations (3.2 and 3.10), considering no pitching moment (Cm = 0).

Key Takeaways for Exam Preparation:

1. Understand the Difference Between Stationary and Dynamic States:

- Stationary state involves equilibrium, independent of time.

- Dynamic state involves time-dependent changes after a disturbance.

2. Importance of Linearization:

- Simplifies nonlinear equations of motion for small deviations.

- Leads to manageable differential equations with constant coefficients.

3. Laplace Transformation:

- Converts time-domain differential equations to algebraic equations in the frequency domain.

- Useful for analyzing system stability and predicting dynamic behavior.

4. Separation of Longitudinal and Lateral Motions:

- Simplifies analysis by considering them independently.

5. Stability Axis System:

- Fixed to the aircraft, aligns with aerodynamic velocity in the stationary state.

- Key for setting up linearized equations for dynamic analysis.

6. Equation (4.1) Interpretation:

- Relates lift coefficient to angle of attack in the initial climb state.

- Derived from equilibrium conditions considering no pitching moment.

By understanding these concepts, you'll be well-prepared to analyze the dynamic stability of an aircraft
and predict its behavior under various disturbances.

Certainly! Let's break down the key concepts from Chapter 4 on Dynamic Stability for your oral exam
preparation:

### Overview of Dynamic Stability

1. **Stationary vs. Dynamic Flight Conditions**:

- **Stationary Flight**: Focuses on equilibrium conditions where forces and moments are balanced.
Examples include determining the required elevator angle for level flight or aileron and rudder
deflections for steady sideslip.

- **Dynamic Flight**: Involves time-dependent behavior. When disturbed, the aircraft moves through
time until it stabilizes again. Here, disturbances can be internal (like rudder inputs) or external (like
gusts).

2. **Mathematical Treatment**:

- The previous chapter dealt with algebraic equations for stationary states. In dynamic conditions, we
need differential equations, but these are complex and nonlinear.

### Linearization of Equations

3. **Need for Linearization**:

- Nonlinear differential equations of motion are simplified around small deviations from a stationary
state. This approximation makes the derivatives nearly constant, allowing linear equations with constant
coefficients.

4. **Simplification Using Linearization**:

- Linearizing the equations lets us use tools from system theory. This process often involves:

- **Laplace Transformation**: Converts differential equations to simpler algebraic equations in the

frequency domain.

- **Analysis in Frequency Domain**: Helps determine system properties like natural frequency and
damping without solving time-domain equations directly.
### Stability Axis System

5. **Definition and Application**:

- The stability axis system is an aircraft-fixed coordinate system (x, z) that aligns with the aerodynamic
axis in the trimmed initial state.

- **Longitudinal Motion Example**: In this system, x0 aligns with the aerodynamic velocity vector V0,
tilted by the climb angle γ0 relative to the earth-fixed coordinate system.

6. **Mathematical Representation**:

- The angle αT r is the angle between the x0 axis and the zero lift direction of the wing-fuselage
combination. This angle is crucial for defining the aircraft's trim state.

### Key Equations and Concepts

7. **Trimmed Condition and Aerodynamic Angles**:

- The trimmed state is defined by the equation for the lift coefficient related to the angle of attack: \(
CLT r = CLα αT r = \frac{2mg \cos γ0}{\rho SV0^2} \).

- **Parameters**:

- \( m \): Mass of the aircraft

- \( g \): Gravitational acceleration

- \( ρ \): Air density

- \( S \): Wing area

- \( V0 \): Velocity of the aircraft

### Practical Applications

8. **Solving and Analyzing Equations**:

- Use Laplace transformation to simplify solving the dynamic equations.

 - Convert solutions back to the time domain to understand the behavior of the system, focusing on
oscillatory modes, stability, and damping characteristics.

9. **Independence of Motion Components**:

- The analysis typically considers longitudinal and lateral motions separately, simplifying the study of
dynamic stability.

### Summary for the Exam

- Focus on the transition from stationary to dynamic conditions.

- Understand the linearization process and its advantages.

- Be familiar with the stability axis system and its significance in defining the aircraft’s dynamics.

- Know the key equations, including the relationship between the lift coefficient and the angle of attack.

- Practice explaining the application of Laplace transforms in simplifying and solving the equations of
motion.

Good luck with your exam preparation! Let me know if you need more detailed explanations on any of
these points.

Certainly! This chapter delves into the concept of dynamic stability in aircraft, with a specific focus on
the stability axis system. Here's a breakdown of the key points for your oral exam preparation:

### Dynamic Stability Overview

- **Stationary vs. Dynamic States**:

- **Stationary States**: These are conditions where the forces and moments are balanced, and the
aircraft's state is time-independent. Examples include finding the required elevator deflection for a
certain lift coefficient during horizontal flight or the aileron and rudder deflections for steady-state flight
with a constant sideslip angle. These problems are solved using algebraic equations.

- **Dynamic States**: These occur when the aircraft is disturbed from its stationary state, leading to
changes over time until a new equilibrium is reached. Disturbances can be internal (e.g., control surface
actuation) or external (e.g., gusts).

### Linearization of Equations of Motion

- **Nonlinearity of Equations**: The differential equations governing the aircraft's motion are highly
nonlinear and not suitable for direct analytical studies of stability.

- **Linearization**: For small deviations around a stationary state, the equations can be linearized,
treating the derivatives as constants. This simplifies the equations into linear differential equations with
constant coefficients.

- **System Theory Methods**: These linearized equations can be analyzed using system theory
techniques. For instance, applying the Laplace transformation converts the differential equations into
simpler algebraic equations in the frequency domain, which can then be transformed back to the time
domain.

### Stability Axis System

- **Separation of Motions**: For simplification, the longitudinal and lateral motions of the aircraft are
considered separately.

- **Coordinate System**: The stability axis system is an aircraft-fixed coordinate system (x, z) that aligns
with the aerodynamic system in the stationary state.

- **Initial State**: In the initial, trimmed state (denoted by subscript 0), the x-axis (x0) aligns with the
aerodynamic velocity vector V0. This vector is tilted by the climb angle γ0 relative to the earth-fixed
coordinate system, assuming no wind.

- **Angle of Attack (αTr)**: The angle between x0 and the zero lift direction of the wing-fuselage
combination is denoted by αTr. The equation given relates this angle to the lift coefficient \( CL_{Tr} \) in
the trimmed state:

\[

CL_{Tr} = CL_{\alpha} \alpha_{Tr} = \frac{2mg \cos \gamma_0}{\rho S V_0^2}

\]

Here, \( m \) is the aircraft mass, \( g \) is the acceleration due to gravity, \( \rho \) is the air density, \(
S \) is the wing area, and \( V_0 \) is the flight speed.
### Detailed Explanation of the Subchapter for an Oral Exam

---

#### Overview

This subchapter, "4 Dynamic Stability," introduces the concepts of stability and control in dynamic flight
conditions. Unlike stationary flight conditions, where time-independent equilibrium is analyzed, dynamic
stability examines how an aircraft responds to disturbances over time. The analysis involves linearizing
the non-linear equations of motion around a stationary state to study the dynamic behavior using
system theory methods, like the Laplace transformation.

---

#### Key Concepts and Details

1. **Dynamic Stability vs. Stationary Flight**:

- **Stationary Flight**: Analysis involves solving algebraic equations to find equilibrium conditions of
forces and moments (e.g., required elevator deflection for a specific lift coefficient).

- **Dynamic Stability**: Involves time-dependent behavior where disturbances (internal or external)

cause the aircraft to transition between states until a new equilibrium is reached.

2. **Disturbances**:

- Can be internal (e.g., rudder actuation) or external (e.g., gusts).

- Causes deviations from a stationary state, leading to dynamic responses in the aircraft.

3. **Linearization of Equations of Motion**:

- The non-linear differential equations from Chapter 2 are linearized for small deviations around a
stationary state.

- Linearization assumes derivatives are approximately constant, resulting in differential equations with
constant coefficients.

4. **Stability Axis System**:

 - Used to simplify linearization, separating longitudinal and lateral motions of the aircraft.

- Stability axis system (x, z) is fixed to the aircraft and aligns with the aerodynamic system in the
trimmed initial state.

5. **Longitudinal Motion Example**:

- Initial state axes (x0, z0) lie along the aerodynamic velocity vector \( V_0 \), tilted by the climb angle
\( \gamma_0 \) relative to the earth-fixed system.

- The attitude relative to the aircraft is given by \( \alpha_{Tr} \) (angle between \( x0 \) and the zero-
lift direction).

6. **Equations and Parameters**:

- Lift coefficient in trimmed state \( CL_{Tr} = \frac{2mg \cos \gamma_0}{\rho S V_0^2} \)

- Changes in state variables due to disturbance are:

- \( \gamma = \gamma_0 + \Delta \gamma \)

- \( \Theta = \Theta_0 + \Delta \Theta \) where \( \Theta_0 = \gamma_0 + \alpha_{Tr} \)

- \( \alpha = \alpha_{Tr} + \Delta \alpha \) where \( \Delta \alpha = \Delta \Theta - \Delta \gamma \)

- \( V = V_0 + \Delta V \)

---

### Possible Questions and Answers

---

#### 1. **What is the difference between stationary flight conditions and dynamic flight conditions?**

- **Answer**: Stationary flight conditions involve equilibrium states that are independent of time,
analyzed using algebraic equations. Dynamic flight conditions involve the aircraft's response to
disturbances over time, requiring the use of differential equations to understand how the system
transitions between states.

#### 2. **Why do we need to linearize the equations of motion for dynamic stability analysis?**
- **Answer**: The equations of motion are highly non-linear and complex. Linearization around a
stationary state allows us to approximate these equations with constant coefficients, making them more
manageable and allowing us to apply system theory methods, such as the Laplace transformation, to
study stability and control.

#### 3. **What is the stability axis system and why is it important?**

- **Answer**: The stability axis system is an aircraft-fixed coordinate system (x, z) that aligns with the
aerodynamic velocity vector in the trimmed initial state. It simplifies the analysis of the aircraft's
dynamic behavior by separating longitudinal and lateral motions, allowing for easier linearization of the
equations of motion.

#### 4. **Explain the significance of the climb angle \( \gamma_0 \) and the trimmed angle of attack \(
\alpha_{Tr} \).**

- **Answer**: The climb angle \( \gamma_0 \) represents the tilt of the aerodynamic velocity vector
relative to the earth-fixed coordinate system. The trimmed angle of attack \( \alpha_{Tr} \) is the angle
between the stability axis x0 and the zero-lift direction of the wing-fuselage combination. These angles
define the initial stationary state and are crucial for understanding how disturbances affect the aircraft's
attitude and performance.

#### 5. **How do the state variables change in response to a disturbance?**

- **Answer**: When the aircraft is disturbed, the state variables change as follows:

- Climb angle: \( \gamma = \gamma_0 + \Delta \gamma \)

- Pitch angle: \( \Theta = \Theta_0 + \Delta \Theta \), where \( \Theta_0 = \gamma_0 + \alpha_{Tr} \)

- Angle of attack: \( \alpha = \alpha_{Tr} + \Delta \alpha \), where \( \Delta \alpha = \Delta \Theta -
\Delta \gamma \)

- Velocity: \( V = V_0 + \Delta V \)

These changes reflect the aircraft's dynamic response to the disturbance, indicating how it transitions to
a new state or returns to equilibrium.
### Practical Applications

- **Laplace Transformation**: By applying the Laplace transformation to the linearized equations, you
can predict important properties of the system's response in the time domain without converting back
from the frequency domain. This includes determining natural frequencies and damping ratios of
oscillatory modes.

- **Independent Analysis**: Longitudinal and lateral motions are treated separately to simplify the
analysis and better understand the aircraft's dynamic stability.

This chapter essentially prepares you to understand how aircraft stability is analyzed dynamically, using
linearized models and system theory techniques. This understanding is crucial for predicting how an
aircraft will respond to disturbances and ensuring it can return to a stable state efficiently.