Handling Qualities

Chapter 3

« May the aerodynamic force remain with you ! »

Author: Thierry Druot

Lecturer: Yann Chauvat
Plan of the Course

• Chapter 1
• Reminder about Forces, Moments, Frames and Notations

• Chapter 2
• Principles of Trajectory Control, Equations of Movement, Introduction about Coefficients

• Chapter 3
• Longitudinal Equilibrium and Dynamic Modes

• Chapter 4
• Lateral Equilibrium and Dynamic Modes

2
Content
• Chapter 3
• Equations of longitudinal movement
• Origin of all coefficients in the equations
• Equilibrium around 𝑌𝐵 axis and static stability
• Movement and dynamic stability around 𝑌𝐵 axis

3
Longitudinal Angles
• Playground 1/2
Assumptions:
𝑳𝒊𝒇𝒕
𝑭𝑨 No side slip angle (=0) and no bank angle (=0) 𝜃 = 𝛾𝐴 + 
Airplane trajectory stays in a fixed vertical plane

𝑋𝐵
𝑫𝒓𝒂𝒈 
G 𝜃
𝑭𝑿𝑨 𝛾𝐴
𝑋0 Horizon

Simplifications:

𝑍0 Engine thrust 𝑭𝑿𝑨 is supposed parallel to the airspeed

𝒎𝒈
No wind (Air speed = Ground speed) 𝛾𝐴 = 𝛾
𝛾𝐴 No dynamic pressure loss behind the wing 4
Equations of Movement
𝑑 𝑉𝑅𝐴
𝑚∙ = 𝑇𝐴←0 ∙ 𝑚𝑔Ԧ + 𝐹Ԧ𝐴𝐸𝑅𝑂 𝑅 + 𝑇𝐴←𝐵 ∙ 𝑇𝐻𝑅𝑈𝑆𝑇 𝑅 (𝑒𝑞2)
• Equations 𝑑𝑥 𝑑𝑡 /𝑅0 𝐴 𝐵
= 𝑉 ∙ 𝑐𝑜𝑠 𝛾
𝑑𝑡
𝑑 Ω𝑅𝐵 −1
𝑑𝑧 = 𝐽𝐺 𝑅 ∙ −Ω𝑅𝐵 ∧ 𝐽𝐺 𝑅 ∙ Ω𝑅𝐵 + 𝑀𝐴𝐸𝑅𝑂 /𝑅 + 𝑀𝑇𝐻𝑅𝑈𝑆𝑇 /𝑅 (𝑒𝑞4)
= −𝑉 ∙ 𝑠𝑖𝑛 𝛾 𝑑𝑡 𝐵 𝐵 𝐵 𝐵
State vector is: /𝑅𝐵
𝑑𝑡
𝑥 𝒅𝑽 1 1
𝑧 = 𝐹𝑋𝐴 − 𝑚𝑔 ∙ 𝑠𝑖𝑛 𝛾 − 𝜌𝑉𝐴 2 ∙ 𝑆 ∙ 𝐶𝑋0 + 𝑘 ∙ 𝐶𝑍 2
𝒅𝒕 𝑚 2
𝑉 From (eq2)
E= 𝛾 𝒅𝜸 1 1 𝑙
= −𝐹𝑍𝐴 − 𝑚𝑔 ∙ 𝑐𝑜𝑠 𝛾 + 𝜌𝑉𝐴 2 ∙ 𝑆 ∙ 𝑪𝒁𝜶 𝛼 − 𝜶𝟎 + 𝑪𝒁𝜹𝒎 𝛿𝑚 + 𝑪𝒁𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚 + 𝑪𝒁𝒒 𝑞
𝛼 𝒅𝒕 𝑚𝑽 2 𝑉𝐴
𝑞
𝑑𝛼 𝒅𝜸
=𝒒−
𝑑𝑡 𝒅𝒕

𝑑𝑞 1 1 𝑙
= 𝑀𝐹 𝑌 + 𝜌𝑉𝐴 2 ∙ 𝑆 ∙ 𝑙 ∙ 𝑪𝑴𝟎 + 𝑪𝑴𝜶 𝛼 − 𝜶𝟎 + 𝑪𝑴𝜹𝒎 𝛿𝑚 + 𝑪𝑴𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚 + 𝑪𝑴𝒒 𝑞 From (eq4)
𝑑𝑡 𝐼𝑌𝑌 𝐵 2 𝑉𝐴

• Longitudinal movement will be exposed in 3 steps: 𝐹𝑋𝐴 : Thrust component projected on 𝑋𝐴

1. Origin of all terms in bold black in the above equations 𝐹𝑍𝐴 : Thrust component projected on 𝑍𝐴

2. Equilibrium around 𝑌𝐵 axis and static stability 𝑀𝐹 𝑌 : Thrust moment around 𝑌𝐵

𝐵

3. Movement and dynamic stability around 𝑌𝐵 axis 5

Kinematics
𝑑𝑉 𝑉ሶ
• Speed derivation in 𝑅0 𝑋Ԧ0 , 𝑍Ԧ0 projected on 𝑅𝐴 𝑋Ԧ𝐴 , 𝑍Ԧ𝐴 : 𝑑𝑡
=
−𝑉 𝛾ሶ
/𝑅0 𝑅𝐴

𝑐𝑜𝑠 𝛾 𝑐𝑜𝑠 𝛾 −𝛾ሶ ∙ 𝑠𝑖𝑛 𝛾

𝑑𝑉
𝑉=𝑉∙ = 𝑉 ∙ 𝑋𝐴 = 𝑉ሶ ∙ +𝑉∙ = 𝑉ሶ ∙ 𝑋𝐴 − 𝑉 ∙ 𝛾ሶ ∙ 𝑍Ԧ𝐴
𝑑𝑡 /𝑅
−𝑠𝑖𝑛 𝛾 0 −𝑠𝑖𝑛 𝛾 −𝛾ሶ ∙ 𝑐𝑜𝑠 𝛾
𝑅0 𝑅0 𝑅0

𝑑𝛼 𝑑𝛾
! Longitudinal flight
with no wind
• Derivation of  =𝑞−
𝑑𝑡 𝑑𝑡
𝜃 = 𝛾𝐴 +  𝜃ሶ = 𝛾𝐴ሶ + ሶ

Within a longitudinal movement, we have: 𝑞 = 𝜃ሶ ሶ = 𝑞 − 𝛾ሶ

𝛾𝐴 = 𝛾

6
Content
• Chapter 3
• Equations of longitudinal movement
• Origin of all coefficients in the equations
• Equilibrium around 𝑌𝐵 axis and static stability
• Movement and dynamic stability around 𝑌𝐵 axis

7
 Basic Aerodynamic Parameters
• Playground 2/2

Air speed
𝑋𝑓𝑊 𝑋𝑓𝐻
Air flow 𝜀
𝑋𝐵
𝑋𝐺

𝑋𝐺 : X-wise position of the center of gravity of the airplane (m)

𝑆𝑊 : Area projected on X-Y plane (m²)
𝑆𝑝𝑎𝑛𝑊 2
𝜆𝑊 : Aspect ratio ( )
𝑆𝑊 𝑆𝐻 : Projected area (m²)
𝑋𝑓𝑊 : X-wise position of wing lift neutral point (m) 𝑆𝑝𝑎𝑛𝐻 2
𝜆𝐻 : Aspect ratio ( )
𝑆𝐻
Wing 𝐶𝑍𝛼 : Wing+Fuselage lift gradient (1/rad)
𝑊 𝑋𝑓𝐻 : X-wise position of HTP lift neutral point (m)
𝛼0 𝑊 : Wing+Fuselage zero lift angle (rad) 𝐶𝑍𝛼 : HTP lift gradient (1/rad)
HTP 𝐻
𝐶𝑀0 : Wing+Fuselage zero lift moment 𝐶𝑍𝛿𝑚 : Elevator lift gradient (1/rad)
𝑊
𝑑𝜀 𝐻
𝜀 = 𝜀0 + ∙ 𝛼: Air flow down wash (déflection) (rad) 𝑡𝑟𝑖𝑚𝐻 : HTP Setting Angle (rad)
𝑑𝛼

𝛼0 𝐻 = 0: HTP zero lift angle (rad)

𝑇ℎ𝑒 𝑐𝑜𝑛𝑐𝑒𝑝𝑡 𝑜𝑓 𝑛𝑒𝑢𝑡𝑟𝑎𝑙 𝑝𝑜𝑖𝑛𝑡𝑠 𝑓𝑜𝑦𝑒𝑟𝑠 𝑤𝑖𝑙𝑙 𝑏𝑒 𝑒𝑥𝑝𝑙𝑎𝑖𝑛 𝑎𝑓𝑡𝑒𝑟 8
Center of Lift
𝐹𝑊 + 𝐹𝐻
𝐹𝑊

𝑋𝑓𝑊 𝑋𝑓𝐻 𝐹𝐻
𝑋𝐺
𝑋𝐵

𝑀0
Let’s suppose a straight level flight (with thrust // 𝑋𝐵 ) Combining both equations leads to:

0 = ෍𝐹 𝑚𝑔 𝑿𝑮 − 𝑋𝑓𝑊 − 𝑀0
0 = 𝑚𝑔 + 𝐹𝑊 + 𝐹𝐻 (eq1) 𝑭𝑯 =
𝑋𝑓𝑊 − 𝑋𝑓𝐻 (eq3)
0 = ෍ 𝑀/𝐺 0 = 𝑀0 − 𝑋𝑓𝑊 − 𝑋𝐺 𝐹𝑊 − 𝑋𝑓𝐻 − 𝑋𝐺 𝐹𝐻 (eq2) 𝑚𝑔 or
𝑀0 + 𝑋𝑓𝑊 − 𝑋𝑓𝐻 𝑭𝑯
𝑿𝑮 = 𝑋𝑓𝑊 + = 𝑿𝑳
𝑚𝑔
(eq3) means that: if 𝑿𝑮 is fixed, the lift on the HTP is also fixed

Inversely, if 𝑿𝑮 moves, one can adjust the 𝒕𝒓𝒊𝒎 or the elevator 𝜹𝒎 to “follow” the displacement of 𝑮 and stay balanced
The position defined by (eq3) corresponds to the reduction point of the lift force, also called Center of Lift 𝑿𝑳
Equilibrating the airplane around Y axis IS placing the Center of Lift (L) at CG position using trim or elevator (𝑿𝑳 = 𝑿9𝑮 )
 Lift Sub-Coefficients
• Terms: 𝑪𝒁𝜶 , 𝜶𝟎 , 𝑪𝒁𝒕𝒓𝒊𝒎 , 𝑪𝒁𝜹𝒎 1
𝐹𝑊 = 𝜌𝑉𝐴 2 ∙ 𝑆𝑊 ∙ 𝐶𝑍𝛼 𝛼 − 𝛼0 𝑊
2 𝑊

Angle of attack of the HTP

1
𝐹𝐻 = 𝜌𝑉𝐴 2 ∙ 𝑆𝐻 ∙ 𝐶𝑍𝛼 𝛼 − 𝜀 + 𝑡𝑟𝑖𝑚 + 𝐶𝑍𝛿𝑚 ∙ 𝛿𝑚
2 𝐻 𝐻

𝑑𝜀
𝜀 = 𝜀0 + ∙𝛼
𝑑𝛼
1 𝑑𝜀
Component level 𝐹 = 𝐹𝑊 + 𝐹𝐻 = 𝜌𝑉𝐴 2 ∙ 𝑆𝑊 ∙ 𝐶𝑍𝛼 𝛼 − 𝛼0 𝑊 + 𝑆𝐻 ∙ 𝐶𝑍𝛼 𝛼 − 𝜀0 − ∙ 𝛼 + 𝒕𝒓𝒊𝒎 + 𝑆𝐻 ∙ 𝐶𝑍𝛿𝑚 ∙ 𝜹𝒎
2 𝑊 𝐻 𝑑𝛼 𝐻

Factorizing 𝑺𝑾
Wing HTP Elevator then
Factorizing 𝛼
𝑆𝐻
1 𝑆𝐻 𝑑𝜀 𝐶𝑍𝛼 𝛼0 𝑊 + ∙𝐶 ∙𝜀 𝑆𝐻 𝑆𝐻
𝑊 𝑆𝑊 𝑍𝛼 𝐻 0
𝐹 = 𝜌𝑉𝐴 2 ∙ 𝑆𝑊 ∙ 𝐶𝑍𝛼 + ∙ 𝐶𝑍𝛼 1 − 𝛼− + ∙ 𝐶𝑍𝛼 ∙ 𝒕𝒓𝒊𝒎 + ∙𝐶 ∙ 𝜹𝒎
2 𝑊 𝑆𝑊 𝐻 𝑑𝛼 𝑆
𝐶𝑍𝛼 + 𝐻 ∙ 𝐶𝑍𝛼 1 −
𝑑𝜀 𝑆𝑊 𝐻 𝑆𝑊 𝑍𝛿𝑚 𝐻
𝑊 𝑆𝑊 𝐻 𝑑𝛼

Airplane level 𝑪𝒁𝜶 𝑪𝒁𝒕𝒓𝒊𝒎 𝑪𝒁𝜹𝒎

𝜶𝟎 10
 Lift Sub-Coefficients
𝒒>0

• Terms: 𝑪𝒁𝒒

Upstream air speed 𝑋𝐵

Induced
air speed 𝑉𝐴 𝑖

𝑙: Reference length
(generally: 𝑙 = 𝑤𝑖𝑛𝑔 𝑀𝐴𝐶)
Air speed induced by q: 𝑉𝐴 𝑖 = 𝒒 ∙ 𝑿𝒇𝑯 − 𝑿𝑮 𝑍𝐵
𝑪𝒁𝒒 effect comes from the variation
𝑉𝐴 𝑖 𝒒 ∙ 𝑿𝒇𝑯 − 𝑿𝑮 𝒒 ∙ 𝑿𝒇𝑯 − 𝑿𝑮 of local angle attack due to local air
𝛿𝛼𝐻 induced by q: 𝛿𝛼𝐻 ≈ 𝑎𝑟𝑐𝑡𝑔 = 𝑎𝑟𝑐𝑡𝑔 ≈
𝑉𝐴 𝑉𝐴 𝑉𝐴 speed induced by pitch rotation

𝑆𝐻 𝒒 ∙ 𝑿𝒇𝑯 − 𝑿𝑮 𝑆𝐻 𝑿𝒇𝑯 − 𝑿𝑮 𝒍 𝑆𝐻 𝑿𝒇𝑯 − 𝑿𝒇𝑾 𝑙

𝛿𝐶𝑍𝐻 induced by q: 𝜹𝑪𝒁𝑯 = − ∙ 𝐶𝑍𝛼 ∙ =− ∙ 𝐶𝑍𝛼 ∙ ∙ 𝒒≈ − ∙ 𝐶𝑍𝛼 ∙ ∙ 𝒒
𝑆𝑊 𝐻 𝑉𝐴 𝑆𝑊 𝐻 𝑙 𝑉𝐴 𝑆𝑊 𝐻 𝑙 𝑉𝐴

𝑪𝒁𝒒 11
Lift Sub-Coefficients
𝑙
• Summary about Lift sub-coefficients 𝑪𝒁 = 𝑪𝒁𝜶 𝛼 − 𝜶𝟎 + 𝑪𝒁𝜹𝒎 𝛿𝑚 + 𝑪𝒁𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚 + 𝑪𝒁𝒒 𝒒
𝑉𝐴

Referencing to wing area Incidence variation “seen” by the tail

𝑆𝐻 𝑑𝜀 is damped by wing wake deflection
𝑪𝒁𝜶 = 𝐶𝑍𝛼 + ∙ 𝐶𝑍𝛼 1 −
𝑊 𝑆𝑊 𝐻 𝑑𝛼
Airplane lift gradient
𝐶𝑍𝛼 HTP lift gradient inside the airplane system
𝐻/𝑊

𝑆𝐻 𝑿𝒇𝑯 − 𝑿𝒇𝑾
𝑪𝒁𝒒 = ∙ 𝐶𝑍𝛼 ∙ <0 Lift induced by pitch rotation speed (𝒒)
𝑆𝑊 𝐻 𝑙

𝑆𝐻
𝑪𝒁𝒕𝒓𝒊𝒎 = ∙𝐶 >0 Lift modified by HTP setting (𝑡𝑟𝑖𝑚)
𝑆𝑊 𝑍𝛼 𝐻

𝑆𝐻
𝑪𝒁𝜹𝒎 = ∙𝐶 >0 Lift modified by HTP camber (𝛿𝑚)
𝑆𝑊 𝑍𝛿𝑚 𝐻
𝑆𝐻
𝐶𝑍𝛼 𝛼0 𝑊 +
∙𝐶 ∙𝜀
𝑊 𝑆𝑊 𝑍𝛼 𝐻 0
𝜶𝟎 = Airplane zero lift angle depends on wing and horizontal tail (negative by design)
𝑆 𝑑𝜀
𝐶𝑍𝛼 + 𝐻 ∙ 𝐶𝑍𝛼 1 − 12
𝑊 𝑆𝑊 𝐻 𝑑𝛼
 Moment Sub-Coefficients
1
• Terms: 𝑪𝑴𝟎 , 𝑪𝑴𝜶 , 𝑪𝑴𝒕𝒓𝒊𝒎 , 𝑪𝑴𝜹𝒎 𝐹𝑊 = 𝜌𝑉𝐴 2 ∙ 𝑆𝑊 ∙ 𝐶𝑍𝛼 𝛼 − 𝛼0 𝑊
2 𝑊

𝑋𝑓𝑊

𝑋𝐺
𝑋𝑓𝐻
Angle of attack of the HTP

1
𝐹𝐻 = 𝜌𝑉𝐴 2 ∙ 𝑆𝐻 ∙ 𝐶𝑍𝛼 𝛼 − 𝜀 + 𝑡𝑟𝑖𝑚 + 𝐶𝑍𝛿𝑚 ∙ 𝛿𝑚
2 𝐻 𝐻

1 𝑑𝜀
Component level 𝑀/𝐺 = 𝜌𝑉𝐴 2 𝑆𝑊 𝑙𝐶𝑀0 + 𝑆𝑊 ∙ 𝐶𝑍𝛼 𝛼 − 𝛼0 𝑊 𝑋𝑓𝑊 − 𝑋𝐺 + 𝑆𝐻 𝐶𝑍𝛼 𝛼 − 𝜀0 − 𝛼 + 𝒕𝒓𝒊𝒎 + 𝐶𝑍𝛿𝑚 𝜹𝒎 𝑿𝒇𝑯 − 𝑿𝑮
2 𝑊 𝑊 𝐻 𝑑𝛼 𝐻

Wing HTP Elevator

1 𝑋𝑓𝑊 − 𝑋𝐺 𝑆𝐻 𝑑𝜀 𝑿𝒇𝑯 − 𝑿𝑮 𝑆𝐻 𝑿𝒇𝑯 − 𝑿𝑮 𝑆𝐻 𝑿𝒇𝑯 − 𝑿𝑮

𝑀/𝐺 = 𝜌𝑉𝐴 2 ∙ 𝑆𝑊 𝑙 𝑪𝑴𝟎 + 𝐶𝑍𝛼 + 𝐶𝑍𝛼 1 − 𝛼 − 𝛼0 + 𝐶𝑍𝛼 ∙ 𝒕𝒓𝒊𝒎 + 𝐶𝑍𝛿𝑚 ∙ 𝜹𝒎
2 𝑊 𝑙 𝑆𝑊 𝐻 𝑑𝛼 𝑙 𝑆𝑊 𝑙 𝐻 𝑆𝑊 𝑙 𝐻

𝑪𝑴𝜶 𝑪𝑴𝒕𝒓𝒊𝒎 𝑪𝑴𝜹𝒎

𝑙: Reference length 𝑋𝑓𝑊 − 𝑋𝐺 𝑆𝐻 𝑿𝒇𝑯 − 𝑿𝑮 𝑑𝜀
(generally: 𝑙 = 𝑤𝑖𝑛𝑔 𝑀𝐴𝐶) 𝑪𝑴𝟎 = 𝐶𝑀0
𝑊
+
𝑙
𝐶𝑍𝛼
𝑊
𝛼0 − 𝛼0 𝑊 +
𝑆𝑊 𝑙
𝐶𝑍𝛼
𝐻
𝛼0 − 𝜀0 − ∙𝛼
𝑑𝛼 0 13
 Moment Sub-Coefficients 𝒒 > 0
• Terms: 𝑪𝑴𝒒 𝑋𝑓𝑊 𝑋𝑓𝐻

𝑋𝐺
Upstream air speed 𝑋𝐵
Induced
air speed

Air speed induced by q: 𝑉𝑖 = 𝒒 ∙ 𝑿𝒇𝑯 − 𝑿𝑮

𝑪𝒁𝒒 𝑍𝐵
𝑆𝐻 − 𝑿𝒇𝑯 − 𝑿𝑮 𝒍 𝒍 𝑪𝑴𝒒 is accounting for a moment that
𝛿𝐶𝑍𝐻 induced by q: 𝜹𝑪𝒁𝑯 = ∙ 𝐶𝑍𝛼 ∙ ∙ 𝒒 = 𝑪𝒁𝒒 ∙ 𝒒
𝑆𝑊 𝐻 𝑙 𝑽𝑨 𝑽𝑨 tends to counteract the rotation speed 𝒒

2
𝑪𝑴𝒒 is called a damping coefficient
𝒍 𝑿𝒇𝑯 − 𝑿𝑮 𝑆𝐻 𝑿𝒇𝑯 − 𝑿𝑮 𝒍
𝛿𝐶𝑀𝐻 induced by q: 𝜹𝑪𝑴𝑯 = 𝑪𝒁𝒒 ∙ 𝒒∙ = − ∙𝐶 ∙ ∙ 𝒒
𝑽𝑨 𝑙 𝑆𝑊 𝑍𝛼 𝐻 𝑙 𝑽𝑨 Damping coefficients are always negative

𝑪𝑴𝒒 14
Moment Sub-Coefficients
• Summary about Moment coefficients 𝑪𝑴𝟎 , 𝑪𝑴𝒕𝒓𝒊𝒎 , 𝑪𝑴𝜹𝒎 , 𝑪𝑴𝒒

𝑋𝑓𝑊 − 𝑋𝐺 𝑆𝐻 𝑿𝒇𝑯 − 𝑿𝑮 𝑑𝜀
𝑪𝑴𝟎 = 𝐶𝑀0 + 𝐶𝑍𝛼 𝛼0 − 𝛼0 𝑊 + 𝐶𝑍𝛼 𝛼0 − 𝜀0 − ∙𝛼
𝑊 𝑙 𝑊 𝑆𝑊 𝑙 𝐻 𝑑𝛼 0

As 𝜶𝟎 , airplane zero lift moment 𝑪𝑴𝟎 depends on wing and horizontal tail

𝑆𝐻 𝑿𝒇𝑯 − 𝑿𝑮 𝑋𝑓𝐻 − 𝑋𝑓𝑊 In this course:

𝑪𝑴𝒕𝒓𝒊𝒎 = 𝐶𝑍𝛼 ≈ 𝑪𝒁𝒕𝒓𝒊𝒎 < 𝟎
𝑆𝑊 𝑙 𝐻 𝑙 𝑪𝑴𝒕𝒓𝒊𝒎 , 𝑪𝑴𝜹𝒎 and 𝑪𝑴𝒒 are simplified as such

to avoid dependency with 𝑋𝐺

𝑆𝐻 𝑿𝒇𝑯 − 𝑿𝑮 𝑋𝑓𝐻 − 𝑋𝑓𝑊 This is justified because: 𝑋𝑓𝐻 − 𝑋𝐺 ≈ 𝑋𝑓𝐻 − 𝑋𝑓𝑊

𝑪𝑴𝜹𝒎 = 𝐶𝑍𝛿𝑚 ≈ 𝑪𝒁𝛿𝑚 < 𝟎
𝑆𝑊 𝑙 𝐻 𝑙 This is valid for classical airplane layout (Tube & Wing) but
probably not valid for Blended Wing Body
2
𝑆𝐻 𝑿𝒇𝑯 − 𝑿𝑮 𝑋𝑓𝐻 − 𝑋𝑓𝑊
𝑪𝑴𝒒 =− ∙ 𝐶𝑍𝛼 ≈ 𝑪𝒁𝒒 < 𝟎
𝑆𝑊 𝑙 𝐻 𝑙
All moment coefficients are
! expressed in reference to G
15
Exercise

• The origin of the airplane frame is supposed to be at the nose of the fuselage

• The abscissa of the point at 0% of the MAC is noted: 𝑋0 , the wing MAC is noted: 𝑙

• The moment gradient is given at 0% of the wing MAC: 𝑪𝒎𝜶

/𝟎%

• Give the expression of the moment gradient at 25% of the wing MAC: 𝑪𝒎𝜶
/𝟐𝟓%

16
Content
• Chapter 3
• Equations of longitudinal movement
• Origin of all coefficients in the equations
• Equilibrium around 𝑌𝐵 axis and static stability
• Movement and dynamic stability around 𝑌𝐵 axis

17
Content
• Chapter 3
• Equations of longitudinal movement
• Origin of all coefficients in the equations
• Equilibrium around 𝑌𝐵 axis and static stability
• Introducing Neutral Point

• Movement and dynamic stability around 𝑌𝐵 axis

18
Introducing Neutral Point
• Reworking 𝑪𝑴𝜶 𝐶𝑍𝛼
𝐻/𝑊

𝑋𝑓𝑊 −𝑋𝐺 𝑆𝐻 𝑑𝜀 𝑿𝒇𝑯 −𝑿𝑮 𝑋𝑓𝑊 −𝑋𝐺 𝑿𝒇𝑯 −𝑿𝑮

Introducing 𝐶𝑍𝛼 𝑪𝑴𝜶 = 𝐶𝑍𝛼 + 𝐶 1− = 𝐶𝑍𝛼 + 𝐶𝑍𝛼
𝐻/𝑊 𝑊 𝑙 𝑆𝑊 𝑍𝛼 𝐻 𝑑𝛼 𝑙 𝑊 𝑙 𝐻/𝑊 𝑙

𝐶𝑍𝛼 ∙ 𝑋𝑓𝑊 + 𝐶𝑍𝛼 ∙ 𝑿𝒇𝑯 − 𝐶𝑍𝛼 + 𝐶𝑍𝛼 ∙ 𝑿𝑮

𝑊 𝐻/𝑊 𝑊 𝐻/𝑊
Factorizing 𝑋𝐺 𝑪𝑴𝜶 =
𝑙

1 𝐶𝑍𝛼 ∙ 𝑋𝑓𝑊 + 𝐶𝑍𝛼 ∙ 𝑿𝒇𝑯

𝑊 𝐻/𝑊
Factorizing 𝐶𝑍𝛼 + 𝐶𝑍𝛼 𝑪𝑴𝜶 = 𝐶𝑍𝛼 + 𝐶𝑍𝛼 ∙ ∙ − 𝑿𝑮
𝑊 𝐻/𝑊 𝑊 𝐻/𝑊 𝑙 𝐶𝑍𝛼 + 𝐶𝑍𝛼
𝑊 𝐻/𝑊

𝑪𝒁𝜶 𝑿𝑭

𝑿𝑭 − 𝑋𝐺 𝐶𝑍𝛼 ∙ 𝑋𝑓𝑊 + 𝐶𝑍𝛼 ∙ 𝑿𝒇𝑯

𝑊 𝐻/𝑊
Finally 𝑪𝑴𝜶 = ∙ 𝑪𝒁𝜶 𝑿𝑭 = 𝑪𝒁𝜶 = 𝐶𝑍𝛼 + 𝐶𝑍𝛼
𝐶𝑍𝛼 + 𝐶𝑍𝛼 𝑊 𝐻/𝑊
𝑙 𝑊 𝐻/𝑊

𝑿𝑭 −𝑋𝐺
The term is The position defined by 𝑿𝑭
𝑙
the Static Margin is the Neutral Point (Foyer) 19
 Other Approach for Neutral point
• Let’s suppose a balanced straight level flight 𝛿𝐹𝑊
• Let’s suppose a perturbation that changes 𝐹𝑊 + 𝐹𝐻
the angle of attack 𝛼 by 𝛿𝛼 > 0
𝐹𝑊
• This perturbation leads to lift force variations 𝛿𝐹𝑊 and 𝛿𝐹𝐻 𝛿𝐹𝐻
𝑋𝑓𝑊
𝑋𝑓𝐻 𝐹𝐻
𝑋𝐺
Upstream air speed
𝛿𝛼 > 0 𝑋𝐵
𝑋𝐹
• Where is the reduction point of these lift variations ?
(e.g. the point where the moment of lift variations is equal to 0)
𝑚𝑔
𝐶𝑍𝛼 ∙ 𝑋𝑓𝑊 − 𝑋 ∙ 𝛿𝛼 + 𝐶𝑍𝛼 ∙ 𝑋𝑓𝐻 − 𝑋 ∙ 𝛿𝛼 = 0
𝑊 𝐻/𝑊

𝐶𝑍𝛼 ∙ 𝑋𝑓𝑊 + 𝐶𝑍𝛼 ∙ 𝑋𝑓𝐻

𝑊 𝐻/𝑊
• We get: 𝑋= = 𝑿𝑭
𝐶𝑍𝛼 + 𝐶𝑍𝛼
𝑊 𝐻/𝑊
20
Center of Lift vs Neutral Point
• Center of lift and Neutral point are different

𝑀0 + 𝑋𝑓𝑊 − 𝑋𝑓𝐻 𝑭𝑯 1 𝑑𝜀
𝑿𝑳 = 𝑋𝑓𝑊 + With: 𝑭𝑯 = 𝜌𝑉𝐴 2 ∙ 𝑆 ∙ −𝜀0 + 1 − 𝜶 + 𝒕𝒓𝒊𝒎 + 𝑪𝒁𝜹𝒎 𝜹𝒎
𝑚𝑔 2 𝑑𝜶

𝐶𝑍𝛼 ∙ 𝑋𝑓𝑊 + 𝐶𝑍𝛼 ∙ 𝑋𝑓𝐻

𝑊 𝐻/𝑊
𝑿𝑭 =
𝐶𝑍𝛼 + 𝐶𝑍𝛼 𝑿𝑳 depends on 𝜶 and is driven by 𝒕𝒓𝒊𝒎 and 𝜹𝒎
𝑊 𝐻/𝑊
Allows to equilibrate the airplane around 𝒀𝑩 axis

𝑿𝑭 only depends on airplane geometry

Controls the static stability of the equilibrium

21
About Neutral Point
• The 𝑪𝑴 in airplane coefficients can be expressed as so:

𝑿𝑭 − 𝑿𝑮 𝑙
𝑪𝑴 = 𝑪𝑴𝟎 + 𝑪𝒁𝜶 𝜶 − 𝜶𝟎 + 𝑪𝑴𝜹𝒎 𝛿𝑚 + 𝑪𝑴𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚 + 𝑪𝑴𝒒 𝑞
𝑙 𝑉𝐴

𝐶𝑍𝛼 ∙ 𝑋𝑓𝑊 + 𝐶𝑍𝛼 ∙ 𝑋𝑓𝐻

This term has many 𝑊 𝐻/𝑊
𝑿𝑭 =
implications 𝐶𝑍𝛼 + 𝐶𝑍𝛼
𝑊 𝐻/𝑊

If 𝑮 is on 𝑭, 𝑪𝑴 is constant WHATEVER the angle of attack 𝜶 (all other things equal)

1 −2𝑀𝐹 𝑌
0 = 𝑀𝐹 𝑌 + 𝜌𝑉𝐴 2 ∙ 𝑆 ∙ 𝑙 ∙ 𝑪𝑴 = 𝐶 𝑡𝑒
𝐵
If 𝑮 is NOT on 𝑭, 𝑪𝑴 equation DRIVES the angle of attack 𝜶 𝑪𝑴 =
𝐵 2 𝜌𝑉𝐴 2 ∙ 𝑆 ∙ 𝑙
𝜕𝑪𝑴
If 𝑮 is IN FRONT OF 𝑭, 𝑿𝑮 > 𝑿𝑭 𝑪𝑴𝜶 < 0 ⇔ 𝜕𝜶
<0 𝛿𝜶 > 0 ⇒ Pitch DOWN moment
𝜕𝑪𝑴
If 𝑮 is BEHIND 𝑭, 𝑿𝑮 < 𝑿𝑭 𝑪𝑴𝜶 > 0 ⇔ 𝜕𝜶
>0 𝛿𝜶 > 0 ⇒ Pitch UP moment 22
About Neutral Point
• What is really 𝑭 ? 𝑪𝒁 = 𝑪𝒁𝜶 𝛼 − 𝜶𝟎 + 𝑪𝒁𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚
Let’s suppose a level flight
trimmed in equilibrium: 𝑿𝑭 − 𝑿𝑮 𝑿𝒇𝑯 − 𝑿𝑮
𝑪𝑴 = 𝑪𝑴𝟎 + 𝑪𝒁𝜶 𝛼 − 𝜶𝟎 + 𝑪𝑴𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚 𝑊𝑖𝑡ℎ: 𝑪𝑴𝒕𝒓𝒊𝒎 = 𝑪𝒁𝒕𝒓𝒊𝒎
𝑙 𝑙
𝑿𝑭 − 𝑿𝑮 𝑪𝑴
𝑪𝑴 = 𝑪𝑴𝟎 + 𝑪𝒁 − 𝑪𝒁𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚 + 𝑪𝑴𝒕𝒓𝒊𝒏 𝑡𝑟𝑖𝑚
𝑙
Required 𝐶𝑍
𝑿𝑭 − 𝑿𝑮 𝑿𝑭 − 𝑿𝑮 𝑿𝒇𝑯 − 𝑿𝑮
𝑪𝑴 = 𝑪𝑴𝟎 +
𝑙
𝑪𝒁 −
𝑙
𝑪𝒁𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚 +
𝑙
𝑪𝒁𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚
𝑪𝑴𝟎 𝛿𝑡𝑟𝑖𝑚 < 0
𝑿𝑭 − 𝑿𝑮 𝑿𝑭 − 𝑿𝒇𝑯 2𝑀𝐹 𝑌
𝑪𝑴 = 𝑪𝑴𝟎 + 𝑪𝒁 − 𝑪𝒁𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚 − 𝐵 𝑪𝒁
𝑙 𝑙 2
𝜌𝑉𝐴 𝑆𝑙
𝑿𝑭 − 𝑿𝑮 ∆𝑋
𝑪𝑴 = 𝑪𝑴𝟎 + 𝑪𝒁 − 𝑪 𝑡𝑟𝑖𝑚 𝑊𝑖𝑡ℎ: ∆𝑋 = 𝑿𝑭 − 𝑿𝒇𝑯 > 0
𝑙 𝑙 𝒁𝒕𝒓𝒊𝒎
Negative slope when:
𝑿𝑭 − 𝑿𝑮 < 0
𝑿𝑭 is the point where lift variation creates no moment
𝑿𝑭 is the reduction point of the variation of lift versus 𝜶
𝑿𝑭 is called Neutral Point (Foyer)
𝐶𝑍𝛼 ∙ 𝑿𝒇𝑾 + 𝐶𝑍𝛼 ∙ 𝑿𝒇𝑯 𝛿𝑡𝑟𝑖𝑚 > 0
𝑊 𝐻/𝑊
𝑿𝑭 is the barycenter of local neutral point of each plane 𝑿𝑭 =
𝐶𝑍𝛼 + 𝐶𝑍𝛼
𝑊 𝐻/𝑊 23
weighted by their local lift gradient within the airplane
Content
• Chapter 3
• Equations of longitudinal movement
• Origin of all coefficients in the equations
• Equilibrium around 𝑌𝐵 axis and static stability
• Introducing Neutral Point
• Static stability

• Movement and dynamic stability around 𝑌𝐵 axis

24
 Static Stability
• Static stability around 𝑌𝐵 axis 1/3
𝐹𝑊 + 𝐹𝐻
𝐹𝑊
Let’s suppose a straight level flight
𝑋𝑓𝑊
𝑋𝑓𝐻 𝐹𝐻
Upstream air speed
𝛿𝛼 > 0 𝑋𝐵
𝑋𝐺
. 𝜹𝑳 = 𝑪𝒁𝜶 ∙ 𝜹𝛼

𝑋𝐹
Let’s suppose a perturbation that changes
the angle of attack 𝛼 by 𝛿𝛼 > 0 𝑭 is behind 𝑮 𝑿𝑭 − 𝑋𝐺 < 0 𝑪𝑴𝜶 < 𝟎
𝑚𝑔

It appears a lift force variation in 𝑋𝐹 : 𝜹𝑳 = 𝑪𝒁𝜶 ∙ 𝜹𝛼 The airplane is statically stable

If 𝑭 is behind 𝑮, this lift force creates a negative moment 𝜹𝑴 = 𝑪𝑴𝜶 ∙ 𝜹𝛼 that tends to reduce the perturbation 𝜹𝛼
25
 Static Stability
• Static stability around 𝑌𝐵 axis 2/3 𝐹𝑊 + 𝐹𝐻

𝐹𝑊
Let’s suppose a straight level flight
𝑋𝑓𝑊
𝑋𝑓𝐻 𝐹𝐻
𝜹𝑳 = 𝑪𝒁𝜶 ∙ 𝜹𝛼

Upstream air speed

𝛿𝛼 > 0
𝑋𝐵
𝑋𝐺
.
𝑋𝐹
𝑚𝑔
Let’s suppose a perturbation that changes
the angle of attack 𝛼 by 𝛿𝛼 > 0 𝑭 is in front of 𝑮 𝑿𝑭 − 𝑋𝐺 > 0 𝑪𝑴𝜶 > 𝟎

It appears a lift force variation in 𝑋𝐹 : 𝜹𝑳 = 𝑪𝒁𝜶 ∙ 𝜹𝛼 The airplane is statically NOT stable

If 𝑭 is in front of 𝑮, this lift force creates a positive moment 𝜹𝑴 = 𝑪𝑴𝜶 ∙ 𝜹𝛼 that tends to increase the perturbation 𝜹𝛼
26
 Static Stability
• Static stability around 𝑌𝐵 axis 3/3

Let’s suppose that we want to accelerate whilst staying in a level flight

1
𝑚𝑔 = 𝜌𝑉𝐴 2 ∙ 𝑆 ∙ 𝑪𝒁 𝑉𝐴 𝐶𝑍
2

𝑪𝑴 Airplane statically stable 𝑪𝑴

Negative slope of 𝑪𝑴 = 𝒇 𝑪𝒁

2𝑀𝐹 𝑌 𝑪𝒁 2𝑀𝐹 𝑌
− 2
𝐵
𝛿𝑚 > 0 − 2
𝐵
𝛿𝑚 < 0
𝜌𝑉𝐴 𝑆𝑙 𝜌𝑉𝐴 𝑆𝑙 𝑪𝒁

Airplane statically NOT stable

Positive slope of 𝑪𝑴 = 𝒇 𝑪𝒁

For a stable airplane, accelerating at constant altitude requires to push the stick forward 27
Exercise

• Develop the airplane lift coefficient 𝑪𝒁 as a linear function of AoA 𝛼 and trim 𝑡𝑟𝑖𝑚
• In the following, we will suppose that the contribution of the trim to the lift is negligible (assumption 1)

• Develop the airplane moment coefficient 𝑪𝑴 as a linear function AoA 𝛼 and trim 𝑡𝑟𝑖𝑚
• Simplify the above expression according to the assumption 1

• The airplane is supposed to be in a straight level flight

• Using the above expressions, Show that when the velocity increases, the variation of the trim is linked to the
static stability of the airplane

28
Content
• Chapter 3
• Equations of longitudinal movement
• Origin of all coefficients in the equations
• Equilibrium around 𝑌𝐵 axis and static stability
• Introducing Neutral Point
• Static stability
• Maneuver point

• Movement and dynamic stability around 𝑌𝐵 axis

29
 Maneuver Point
• Maneuver point during a resource 1/2
Let’s suppose a resource maneuver

𝑋𝐵

At the lowest point of the trajectory,

According to definition of the load factor, 𝑋𝐴
we have:
𝑑𝛾
𝑛𝑍 ∙ 𝑚𝑔 = 𝑚𝑉 + 𝑚𝑔 ∙ 𝑐𝑜𝑠 𝛾 ∙ 𝑐𝑜𝑠 𝜶
𝑑𝑡

During the maneuver, 𝜶 is globally constant so: 𝑍𝐵 𝑍𝐴

𝑑𝛾 𝑑𝜶 𝑑𝛾
=𝑞− ≈𝑞
𝑑𝑡 𝑑𝑡 𝑑𝑡

We obtain: 𝑔 𝑛𝑍 𝑔
𝑞= − 𝑐𝑜𝑠 𝛾 𝑞≈ 𝑛𝑍 − 1
𝑛𝑍 ∙ 𝑔 = 𝑉𝑞 + 𝑔 ∙ 𝑐𝑜𝑠 𝛾 ∙ 𝑐𝑜𝑠 𝜶 𝑉 𝑐𝑜𝑠 𝜶 𝑉

30
Maneuver Point
• Maneuver point during a resource 2/2
𝑿𝑭 − 𝑿𝑮 𝑙
𝑪𝑴 = 𝑪𝑴𝟎 + 𝑪𝒁 + 𝑪𝑴𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚 + 𝑪𝑴𝜹𝒎 𝛿𝑚 + 𝑪𝑴𝒒 𝒒
𝑙 𝑉𝐴

𝜕𝑪𝑴 𝑿𝑭 − 𝑿𝑮
In horizontal steady flight: =
𝜕𝑪𝒁 𝑙

During the resource: 𝜕𝑪𝑴 𝑿𝑭 − 𝑿𝑮 𝑙 𝜕𝒒

= + 𝑪𝑴𝒒 ∙ ∙
𝜕𝑪𝒁 𝑙 𝑉𝐴 𝜕𝑪𝒁

𝑔
𝒒= 𝑛𝑍 − 1 𝑔 𝜌𝑉𝐴 2 𝑆 𝜕𝒒 𝑔 𝜌𝑉𝐴 2 𝑆
𝑉
𝒒= ∙ 𝑪𝒁 − 1 =
1 𝑉 2𝑚𝑔 𝜕𝑪𝒁 𝑉 2𝑚𝑔
𝑛𝑍 ∙ 𝑚𝑔 = 𝜌𝑉𝐴 2 ∙ 𝑆 ∙ 𝑪𝒁
2

𝜕𝑪𝑴 𝑿𝑭 − 𝑿𝑮 𝑉𝐴 𝜌𝑙𝑆 1 𝑉𝐴 𝜌𝑙2 𝑆

= + 𝑪𝑴𝒒 = ∙ 𝑿𝑭 + ∙ 𝑪𝑴𝒒 − 𝑿𝑮
𝜕𝑪𝒁 𝑙 𝑉 2𝑚 𝑙 𝑉 2𝑚

𝑿𝑴 31
Maneuver Point
• Maneuver point during a resource 2*/2
𝑿𝑭 − 𝑿𝑮 𝑙
𝑪𝑴 = 𝑪𝑴𝟎 + 𝑪𝒁 + 𝑪𝑴𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚 + 𝑪𝑴𝜹𝒎 𝛿𝑚 + 𝑪𝑴𝒒 𝒒
𝑙 𝑉𝐴

𝜕𝑪𝑴 𝑿𝑭 − 𝑿𝑮
In horizontal steady flight: =
𝜕𝑪𝒁 𝑙

During the resource: 𝜕𝑪𝑴 𝑿𝑭 − 𝑿𝑮 𝑙 𝜕𝒒

= + 𝑪𝑴𝒒 ∙ ∙
𝜕𝑪𝒁 𝑙 𝑉𝐴 𝜕𝑪𝒁

𝑔 𝜕𝒒 𝜕𝒒 𝜕𝑛𝑍 𝑔 𝜕𝑛𝑍
𝒒= 𝑛𝑍 − 1 = =
𝑉 𝜕𝑪𝒁 𝜕𝑛𝑍 𝜕𝑪𝒁 𝑉 𝜕𝑪𝒁 𝜕𝒒 𝑔 𝜌𝑉𝐴 2 𝑆
=
1 𝜕𝑛𝑍 𝜌𝑉𝐴 2 𝑆 𝜕𝑪𝒁 𝑉 2𝑚𝑔
𝑛𝑍 ∙ 𝑚𝑔 = 𝜌𝑉𝐴 2 ∙ 𝑆 ∙ 𝑪𝒁 =
2 𝜕𝑪𝒁 2𝑚𝑔

𝜕𝑪𝑴 𝑿𝑭 − 𝑿𝑮 𝑉𝐴 𝜌𝑙𝑆 1 𝑉𝐴 𝜌𝑙2 𝑆

= + 𝑪𝑴𝒒 = ∙ 𝑿𝑭 + ∙ 𝑪𝑴𝒒 − 𝑿𝑮
𝜕𝑪𝒁 𝑙 𝑉 2𝑚 𝑙 𝑉 2𝑚

𝑿𝑴 32
Maneuver Point
• Maneuver point during a turn 1/2 𝑭𝑨
Let’s suppose a horizontal turn Right turn
𝜽≈0

𝟐 𝟐 𝟐 𝒈 𝟐 𝒅𝑽
𝒎𝒈 + 𝒎𝜴𝑽 = 𝒏𝒛 𝒎𝒈 𝟐
𝜴 = 𝟐
∙ 𝒏𝒛 − 𝟏 𝒎
𝑽 𝒎∙𝛀∧𝑽 G 𝒅𝒕

𝒒 = 𝜴 ∙ 𝒔𝒊𝒏 𝝋
𝑽 𝝋>𝟎
𝒎𝑽𝜴 𝑽𝜴 𝒒 = 𝜴𝟐 ∙
𝒔𝒊𝒏 𝝋 = = 𝒏𝒛 ∙ 𝒈
𝒏𝒛 ∙ 𝒎𝒈 𝒏𝒛 ∙ 𝒈

𝒎𝒈
𝒈 𝟏
𝒒= ∙ 𝒏𝒛 −
𝑽 𝒏𝒛
𝝋
33
Maneuver Point
• Maneuver point during a turn 2/2
𝑿𝑭 − 𝑿𝑮 𝑙
𝑪𝑴 = 𝑪𝑴𝟎 + 𝑪𝒁 + 𝑪𝑴𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚 + 𝑪𝑴𝜹𝒎 𝛿𝑚 + 𝑪𝑴𝒒 𝒒
𝑙 𝑉𝐴

During the turn: 𝜕𝑪𝑴 𝑿𝑭 − 𝑿𝑮 𝑙 𝜕𝒒

= + 𝑪𝑴𝒒 ∙ ∙
𝜕𝑪𝒁 𝑙 𝑉𝐴 𝜕𝑪𝒁

𝒈 𝟏
𝒒= ∙ 𝒏𝒛 −
𝑽 𝒏𝒛 𝑔 𝜌𝑉𝐴 2 𝑆 2𝑚𝑔 1 𝜕𝒒 𝑔 𝜌𝑉𝐴 2 𝑆 2𝑚𝑔 1
𝒒= ∙ 𝑪𝒁 − ∙ = ∙ + ∙
𝑉 2𝑚𝑔 𝜌𝑉𝐴 2 𝑆 𝑪𝒁 𝜕𝑪𝒁 𝑉 2𝑚𝑔 𝜌𝑉𝐴 2 𝑆 𝑪𝒁 𝟐
1
𝑛𝑍 ∙ 𝑚𝑔 = 𝜌𝑉𝐴 2 ∙ 𝑆 ∙ 𝑪𝒁
2
𝟏 2𝑚𝑔 𝜕𝒒 𝑔 𝜌𝑉𝐴 2 𝑆 𝟐
𝒏𝒛 = 𝑪𝒁 = 2 = ∙ ∙ 1 + 𝒄𝒐𝒔 𝝋
𝒄𝒐𝒔 𝝋 𝜌𝑉𝐴 𝑆 ∙ 𝒄𝒐𝒔 𝝋 𝜕𝑪𝒁 𝑉 2𝑚𝑔

𝜕𝑪𝑴 𝑿𝑭 − 𝑿𝑮 𝑉𝐴 𝜌𝑙𝑆 𝟐
1 𝟐
𝑉𝐴 𝜌𝑙2 𝑆
= + 𝑪 𝑴𝒒 ∙ 1 + 𝒄𝒐𝒔 𝝋 = ∙ 𝑿𝑭 + 1 + 𝒄𝒐𝒔 𝝋 ∙ ∙ 𝑪𝑴𝒒 − 𝑿𝑮
𝜕𝑪𝒁 𝑙 𝑉 2𝑚 𝑙 𝑉 2𝑚

𝑿𝑴 34
Maneuver Point
• Maneuver point during a turn 2*/2
𝑿𝑭 − 𝑿𝑮 𝑙
𝑪𝑴 = 𝑪𝑴𝟎 + 𝑪𝒁 + 𝑪𝑴𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚 + 𝑪𝑴𝜹𝒎 𝛿𝑚 + 𝑪𝑴𝒒 𝒒
𝑙 𝑉𝐴

During the turn: 𝜕𝑪𝑴 𝑿𝑭 − 𝑿𝑮 𝑙 𝜕𝒒

= + 𝑪𝑴𝒒 ∙ ∙
𝜕𝑪𝒁 𝑙 𝑉𝐴 𝜕𝑪𝒁

𝒈 𝟏 𝜕𝒒 𝜕𝒒 𝜕𝑛𝑍 𝑔 1 𝜕𝑛𝑍
𝒒= ∙ 𝒏𝒛 − = = 1+ 2
𝑽 𝒏𝒛 𝜕𝑪𝒁 𝜕𝑛𝑍 𝜕𝑪𝒁 𝑉 𝑛𝑍 𝜕𝑪𝒁

1 𝜕𝑛𝑍 𝜌𝑉𝐴 2 𝑆 𝜕𝒒 𝑔 𝜌𝑉𝐴 2 𝑆 𝟐

𝑛𝑍 ∙ 𝑚𝑔 = 𝜌𝑉𝐴 2 ∙ 𝑆 ∙ 𝑪𝒁 = = ∙ ∙ 1 + 𝒄𝒐𝒔 𝝋
2 𝜕𝑪𝒁 2𝑚𝑔 𝜕𝑪𝒁 𝑉 2𝑚𝑔

𝟏
𝒏𝒛 =
𝒄𝒐𝒔 𝝋

𝜕𝑪𝑴 𝑿𝑭 − 𝑿𝑮 𝑉𝐴 𝜌𝑙𝑆 𝟐
1 𝟐
𝑉𝐴 𝜌𝑙2 𝑆
= + 𝑪 𝑴𝒒 ∙ 1 + 𝒄𝒐𝒔 𝝋 = ∙ 𝑿𝑭 + 1 + 𝒄𝒐𝒔 𝝋 ∙ ∙ 𝑪𝑴𝒒 − 𝑿𝑮
𝜕𝑪𝒁 𝑙 𝑉 2𝑚 𝑙 𝑉 2𝑚

𝑿𝑴 35
Maneuver Point
• Conclusion about maneuver point 𝑌𝐵

𝑉𝐴 𝜌𝑙 2 𝑆
Resource 𝑿 𝑴 ≈ 𝑿𝑭 + ∙ 𝑪𝑴𝒒 𝑋𝐵
𝑉 2𝑚

<𝟎 𝑍𝐵 ! If 𝒒 = 𝟎 ➔ 𝑿𝑴 = 𝑿𝑭

𝟐
𝑉𝐴 𝜌𝑙 2 𝑆
Turn 𝑿𝑴 ≈ 𝑿𝑭 + 1 + 𝒄𝒐𝒔 𝝋 ∙ ∙ 𝑪𝑴𝒒
𝑉 2𝑚

<𝟎

𝑿𝑴 is behind 𝑿𝑭
𝑿𝑴 is considered as the rear most limit for 𝐺
𝑿𝑴 is called Maneuver Point (Point de manœuvre)
𝑿𝑴 depends on flying conditions and on the mass of the airplane
𝑿𝑴 also depends on the type of maneuver, resource or turn (see later in this course)
36
Content
• Chapter 3
• Equations of longitudinal movement
• Origin of all coefficients in the equations
• Equilibrium around 𝑌𝐵 axis and static stability
• Introducing Neutral Point
• Static stability
• Maneuver point
• Maneuverability

• Movement and dynamic stability around 𝑌𝐵 axis

37
Maneuverability
• Static stability versus maneuverability 1/2
• If 𝑪𝒁 target must change (due to a change of speed for instance), the required displacement of the command
varies with static margin

𝑪𝑴
𝑿𝑭𝟐 Target lift

𝑪𝒁

𝑿𝑭𝟏
𝑿𝑭 more backward slope increases

𝛿𝑚1
Static margin increases 𝑿𝑭𝟐 − 𝑋𝐺 < 𝑿𝑭𝟏 − 𝑋𝐺 < 0

𝛿𝑚 increases airplane more difficult to maneuver

𝛿𝑚2
38
 Maneuverability
• Static stability versus maneuverability 2/2
• If a load factor is targeted during a resource, the amount of command required for a given load factor is also a
criterion for maneuverability 𝑿𝑭 − 𝑿𝑮 𝑙
𝑪𝑴 = 0 = 𝑪𝑴𝟎 + 𝑪𝒁 + 𝑪𝑴𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚 + 𝑪𝑴𝜹𝒎 𝛿𝑚 + 𝑪𝑴𝒒 𝒒
𝑙 𝑉𝐴
Let’s consider a quasi equilibrium during the resource, we have: 2𝑚𝑔
𝑪𝒁 = ∙ 𝒏𝒁
𝑔 𝜌𝑉𝐴 2 𝑆
Considering a resource, we have: 𝒒=
𝑉
𝒏𝒁 − 1

𝑿𝑭 − 𝑿𝑮 2𝑚𝑔 𝑙𝑔
Deriving 𝑪𝑴 equation gives: 𝟎= ∙ ∙ 𝝏𝒏 𝒁 + 𝑪𝑴 𝜕𝛿𝑚 + 𝑪𝑴 ∙ 𝝏𝒏𝒁
𝑙 𝜌𝑉𝐴 2 𝑆 𝜹𝒎 𝒒
𝑉𝐴 . 𝑉

𝛿𝑚 2𝑚𝑔 1 𝑉𝐴 𝜌𝑙 2 𝑆 𝛿𝑚
We get: =− ∙ ∙ 𝑿𝑭 + ∙ 𝑪𝑴𝒒 − 𝑿𝑮 The lower the more maneuverable is the plane (with a limit)
𝜹𝒏𝒁
𝜹𝒏𝒁 𝜌𝑆𝑙𝑉𝐴 2 𝑪𝑴𝜹𝒎 𝑉 2𝑚
Maneuver-ability increases when: 𝑿𝑮 get closer to 𝑿𝑴
𝑿𝑴 𝑪𝑴𝜹𝒎 increases in norm
𝑔 𝟏
Considering a turn, we have: 𝒒= 𝒏𝒁 − 𝑪𝑴𝒒 decreases in norm
𝑉 𝒏𝒁

𝛿𝑚 2𝑚𝑔 1 𝑉𝐴 𝜌𝑙 2 𝑆 𝑽𝑨 increases
𝟐
=− 2 ∙ ∙ 𝑿𝑭 + 1 + 𝒄𝒐𝒔 𝝋 ∙ ∙ 𝑪𝑴𝒒 − 𝑿𝑮
𝜹𝒏𝒁 𝜌𝑆𝑙𝑉𝐴 𝑪𝑴𝜹𝒎 𝑉 2𝑚 The airplane gets impossible to control
𝑿𝑴 ! without artificial stabilizer if 𝑿𝑮 = 𝑿𝑴 39
Content
• Chapter 3
• Equations of longitudinal movement
• Origin of all coefficients in the equations
• Equilibrium around 𝑌𝐵 axis and static stability
• Introducing Neutral Point
• Static stability
• Maneuver point
• Maneuverability
• Summary

• Movement and dynamic stability around 𝑌𝐵 axis

40
 Summary About all those Points
𝐹𝑊 + 𝐹𝐻
• Summary about 𝑿𝑮 , 𝑿𝑳 , 𝑿𝑭 & 𝑿𝑴 𝐹𝑊

𝑿𝒇𝑾
𝑿𝒇𝑯 𝐹𝐻

𝑋𝐵
𝑿𝑮 = 𝑿𝑳
.. 𝜹𝑳 = 𝜹𝑪𝒁 𝜶, 𝒒

𝑀0 + 𝑿𝒇𝑾 − 𝑿𝒇𝑯 𝑭𝑯 𝑿𝑭 𝒒=𝟎 𝑿𝑴 = 𝑿𝑭

𝑿𝑳 = 𝑿𝒇𝑾 + With:
𝑚𝑔
1 𝑑𝜀 𝑿𝑴
𝑭𝑯 = 𝜌𝑉𝐴 2 ∙ 𝑆 ∙ −𝜀0 + 1 − 𝜶 + 𝑡𝑟𝑖𝑚 + 𝑪𝒁𝜹𝒎 𝛿𝑚
2 𝑑𝜶

𝐶𝑍𝛼 ∙ 𝑿𝒇𝑾 + 𝐶𝑍𝛼 ∙ 𝑿𝒇𝑯

𝑊 𝐻/𝑊 𝑿𝑮 Center of mass, allows to apply the FPD getting rid of the weight moments
𝑿𝑭 =
𝐶𝑍𝛼 + 𝐶𝑍𝛼 is driven by the material content of the airplane
𝑊 𝐻/𝑊

𝑿𝑳 Center of lift, allows to equilibrate the airplane around 𝒀𝑩 axis

𝑿𝑭 − 𝑿𝒇𝑯 𝑉𝐴 𝜌𝑙 𝑆 2 is driven by 𝑡𝑟𝑖𝑚 and 𝛿𝑚
𝑿𝑴 𝑹𝒆𝒔𝒐𝒖𝒓𝒄𝒆 ≈ 𝑿𝑭 − ∙ 𝑪𝑴𝒒
𝑿𝒇𝑯 − 𝑿𝒇𝑾 𝑉 2𝑚
𝑿𝑭 Neutral point, controls the static stability of the equilibrium
only depends on airplane geometry
𝟐
𝑿𝑭 − 𝑿𝒇𝑯 ∙ 1 + 𝒄𝒐𝒔 𝝋 𝑉𝐴 𝜌𝑙 2 𝑆
𝑿𝑴 𝑻𝒖𝒓𝒏 ≈ 𝑿𝑭 − ∙ 𝑪𝑴𝒒 𝑿𝑴 Maneuver point, provides dynamic stability of the equilibrium
𝑿𝒇𝑯 − 𝑿𝒇𝑾 𝑉 2𝑚 depends on geometry, mass, flying conditions and the type of maneuver
41
Content
• Chapter 3
• Equations of longitudinal movement
• Origin of all coefficients in the equations
• Equilibrium around 𝑌𝐵 axis and static stability
• Movement and dynamic stability around 𝑌𝐵 axis

42
Content
• Chapter 3
• Equations of longitudinal movement
• Origin of all coefficients in the equations
• Equilibrium around 𝑌𝐵 axis and static stability
• Movement and dynamic stability around 𝑌𝐵 axis
• Equation of movement

43
Longitudinal Movement
• General equations of longitudinal movement

𝐺
𝑑𝑥𝐵 ∆𝑍𝐹
= 𝑉 ∙ 𝑐𝑜𝑠 𝛾
𝑑𝑡
𝐹𝑛
𝑑𝑧𝐵
= −𝑉 ∙ 𝑠𝑖𝑛 𝛾
State vector is: 𝑑𝑡
𝑑𝑉 1 1
𝑥 = 𝐹𝑛 ∙ 𝑐𝑜𝑠 𝛼 − 𝑚𝑔 ∙ 𝑠𝑖𝑛 𝛾 − 𝜌𝑉𝐴 2 ∙ 𝑆 ∙ 𝐶𝑋0 + 𝑘 ∙ 𝐶𝑍 2
𝑧 𝑑𝑡 𝑚 2
𝑉 𝑑𝛾 1 1 𝑙
E= 𝛾 = 𝐹𝑛 ∙ 𝑠𝑖𝑛 𝛼 − 𝑚𝑔 ∙ 𝑐𝑜𝑠 𝛾 + 𝜌𝑉𝐴 2 ∙ 𝑆 ∙ 𝑪𝒁𝜶 𝛼 − 𝜶𝟎 + 𝑪𝒁𝜹𝒎 𝛿𝑚 + 𝑪𝒁𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚 + 𝑪𝒁𝒒 𝑞
𝑑𝑡 𝑚𝑉 2 𝑉𝐴
𝛼
𝑞 𝑑𝛼 𝑑𝛾
=𝑞−
𝑑𝑡 𝑑𝑡

𝑑𝑞 1 1 𝑙
= ∆𝑍𝐹 ∙ 𝐹𝑛 + 𝜌𝑉𝐴 2 ∙ 𝑆 ∙ 𝑙 ∙ 𝑪𝑴𝟎 + 𝑪𝑴𝜶 𝛼 − 𝜶𝟎 + 𝑪𝑴𝜹𝒎 𝛿𝑚 + 𝑪𝑴𝒕𝒓𝒊𝒎 𝑡𝑟𝑖𝑚 + 𝑪𝑴𝒒 𝑞
𝑑𝑡 𝐼𝑌𝑌 2 𝑉𝐴

44
Steady Level Flight

We suppose: 𝐹𝑋𝐴 ≈ 𝐹𝑛 and 𝐹𝑍𝐴 ≈ 0

Airplane is trimmed for equilibrium 𝛿𝑚 = 0 in steady 𝑉 = 𝐶 𝑡𝑒 level flight 𝛾 = 0
No wind (𝑉𝐴 = 𝑉)

𝑑𝑥𝐵 (eq1)
=𝑉 Eq3, eq4 and eq6 form a system of 3 equations and 3 unknowns
𝑑𝑡 Which allows to compute 𝜶 , 𝑡𝑟𝑖𝑚 and 𝐹𝑛 𝐸
𝑧𝐵 = 𝐶 𝑡𝑒 (eq2)

1
0 = 𝐹𝑛 𝐸 − 𝜌𝑉 2 ∙ 𝑆 ∙ 𝐶𝑋0 + 𝑘 ∙ 𝐶𝑍 2 (eq3) (With: 𝐶𝑍 = 𝐶𝑍𝛼 𝜶 − 𝛼0 + 𝐶𝑍𝑡𝑟𝑖𝑚 𝑡𝑟𝑖𝑚) (eq3)
2
1
0 = 𝐹𝑛 𝐸 𝜶 − 𝑚𝑔 + 𝜌𝑉 2 ∙ 𝑆 ∙ 𝐶𝑍𝛼 𝜶 − 𝛼0 + 𝐶𝑍𝑡𝑟𝑖𝑚 𝑡𝑟𝑖𝑚 (eq4)
2

𝑞=0 (eq5)

1
0 = ∆𝑍𝐹 ∙ 𝐹𝑛 𝐸 + 𝜌𝑉 2 ∙ 𝑆 ∙ 𝑙 ∙ 𝐶𝑀0 + 𝐶𝑀𝛼 𝜶 − 𝛼0 + 𝐶𝑀𝑡𝑟𝑖𝑚 𝑡𝑟𝑖𝑚 (eq6)
2

45
Linearization of the Equations
• System linearization around a steady level flight
Considering:
We note: 1
𝐹𝑛 𝐸 = 𝜌𝑉𝐸 2 ∙ 𝑆 ∙ 𝐶𝑋 𝐸
2
ℎ = −𝑧𝐵 1
𝑉 = 𝑉𝐸 + 𝜹𝑽 𝑚𝑔 = 𝜌𝑉𝐸 2 ∙ 𝑆 ∙ 𝐶𝑍 𝐸
𝑑𝛿𝑥𝐵 2
𝛾 = 𝛾𝐸 + 𝜹𝜸 = 𝑉𝐸 + 𝜹𝑽
𝑑𝑡 1
𝜶 = 𝜶𝑬 + 𝜹𝜶 𝑀𝐹 𝑌 = − 𝜌𝑉𝐸 2 ∙ 𝑆 ∙ 𝑙 ∙ 𝐶𝑀 𝐸
𝐵 2
𝒒= 0+𝒒 𝑑𝛿ℎ
= 𝑉𝐸 ∙ 𝜹𝜸
𝑡𝑟𝑖𝑚 = 𝑡𝑟𝑖𝑚𝐸 𝑑𝑡
𝛿𝑚 = 0 + 𝛿𝑚 𝑑𝜹𝑽 𝐹𝑛 𝐸 1 𝜕𝐹𝑛 2 𝑙
= 1 + 𝛿𝑥 + − 𝐹𝑛 𝐸 𝜹𝑽 − 𝑔 ∙ 𝜹𝜸 − 2𝑔𝑘 ∙ 𝑪𝒁𝜶 𝜹𝜶 + 𝑪𝒁𝜹𝒎 𝛿𝑚 + 𝑪𝒁𝒒 𝒒
𝛿𝑥 = 0 + 𝛿𝑥 𝑑𝑡 𝑚 𝑚 𝜕𝑉 𝑉0 𝑉𝐸

𝑑𝜹𝜸 𝐹𝑛 2 𝜌𝑉𝐸 𝑆 𝜌𝑆𝑙

With: 𝐹𝑛 = 𝐹𝑛 𝐸 ∙ 1 + 𝛿𝑥 = 𝐸 𝜹𝜶 + 𝑔 2 𝜹𝑽 + ∙ 𝑪𝒁𝜶 𝜹𝜶 + 𝑪𝒁𝜹𝒎 𝛿𝑚 + ∙ 𝑪𝒁𝒒 𝒒
𝑑𝑡 𝑚𝑉𝐸 𝑉𝐸 2𝑚 2𝑚

𝑑𝜹𝜶 𝐹𝑛 2 𝜌𝑉𝐸 𝑆 𝜌𝑆𝑙

State vector is: = − 𝐸 𝜹𝜶 − 𝑔 2 𝜹𝑽 − ∙ 𝑪𝒁𝜶 𝜹𝜶 + 𝑪𝒁𝜹𝒎 𝛿𝑚 + 1 − ∙𝑪 𝒒
𝑑𝑡 𝑚𝑉𝐸 𝑉𝐸 2𝑚 2𝑚 𝒁𝒒

𝐸 = 𝛿𝑥, 𝛿ℎ, 𝜹𝑽, 𝜹𝜸, 𝜹𝜶, 𝒒 𝑑𝒒 ∆𝑍𝐹 ∙ 𝐹𝑛 𝐸 𝜌𝑉𝐸 2 𝑆𝑙 𝜌𝑉𝐸 𝑆𝑙2

= 𝛿𝑥 + ∙ 𝑪𝑴𝜶 𝜹𝜶 + 𝑪𝑴𝜹𝒎 𝛿𝑚 + ∙ 𝑪 𝑴𝒒 𝒒
𝑑𝑡 𝐼𝑌𝑌 2𝐼𝑌𝑌 2𝐼𝑌𝑌 46
Linear System
• Matrix equation of the linear system

𝛿 𝐸ሶ = 𝐴 ∙ 𝛿𝐸 + 𝐵 ∙ 𝛿𝑈
𝐴 𝐵
𝐹𝑛 𝐸 𝜌𝑉𝐸 𝑆 𝜌𝑆𝑙 2 𝜌𝑉𝐸 𝑆
− + ∙ 𝑪𝒁𝜶 1− ∙𝑪 −𝑔 0 0 − ∙ 𝑪𝒁𝜹𝒎
𝑚𝑉𝐸 2𝑚 2𝑚 𝒁𝒒 𝑉𝐸 2 2𝑚
𝜹𝜶ሶ 𝜌𝑉𝐸 2 𝑆𝑙 𝜌𝑉𝐸 𝑆𝑙 2 0 0 𝜹𝜶 ∆𝑍𝐹 ∙ 𝐹𝑛 𝐸 𝜌𝑉𝐸 2 𝑆𝑙
∙ 𝑪𝑴𝜶 ∙ 𝑪𝑴𝒒 ∙ 𝑪𝑴𝜹𝒎
𝒒ሶ 2𝐼𝑌𝑌 2𝐼𝑌𝑌 𝒒 𝐼𝑌𝑌 2𝐼𝑌𝑌 𝜹𝒙
= ∙ + ∙
𝜹𝑽 ሶ 2𝑔𝑘𝑙 1 𝜕𝐹𝑛 2 𝜹𝑽 𝐹𝑛 𝐸 𝜹𝒎
−2𝑔𝑘 ∙ 𝑪𝒁𝜶 − 𝐹𝑛 𝐸 −𝑔 −2𝑔𝑘 ∙ 𝑪𝒁𝜹𝒎
𝜹𝜸ሶ − ∙ 𝑪𝒁𝒒 𝑚 𝜕𝑉 𝑉𝐸 𝜹𝜸
𝑉𝐸 𝑚
𝐹𝑛 𝐸 𝜌𝑉𝐸 𝑆 𝜌𝑆𝑙 2 0 0 𝜌𝑉𝐸 𝑆
+ ∙ 𝑪𝒁𝜶 ∙𝑪 𝑔 2 ∙ 𝑪𝒁𝜹𝒎
𝑚𝑉𝐸 2𝑚 2𝑚 𝒁𝒒 𝑉𝐸 2𝑚

47
Content
• Chapter 3
• Equations of longitudinal movement
• Origin of all coefficients in the equations
• Equilibrium around 𝑌𝐵 axis and static stability
• Movement and dynamic stability around 𝑌𝐵 axis
• Equation of movement
• Short period mode

48
Short Period Mode (Oscillation d’incidence)

𝐹𝑛 𝐸 𝜌𝑉𝐸 𝑆 𝜌𝑆𝑙 𝜌𝑉𝐸 𝑆

− + ∙ 𝑪𝒁𝜶 1− ∙𝑪 0 − ∙ 𝑪𝒁𝜹𝒎
Let’s analyze the coupling 𝜹𝜶ሶ 𝑚𝑉𝐸 2𝑚 2𝑚 𝒁𝒒 𝜹𝜶 2𝑚 𝜹𝒙
= ∙ + 2 ∙
between 𝜶 and 𝒒 𝒒ሶ 𝜌𝑉𝐸 2 𝑆𝑙 𝜌𝑉𝐸 𝑆𝑙2 𝒒 ∆𝑍𝐹 ∙ 𝐹𝑛 𝐸 𝜌𝑉𝐸 𝑆𝑙 𝜹𝒎
∙ 𝑪𝑴𝜶 ∙ 𝑪𝑴𝒒 ∙ 𝑪𝑴𝜹𝒎
2𝐼𝑌𝑌 2𝐼𝑌𝑌 𝐼𝑌𝑌 2𝐼𝑌𝑌

𝐹𝑛 𝐸 𝜌𝑉𝐸 𝑆 𝜌𝑉𝐸 𝑆𝑙 2 𝜌𝑉𝐸 2 𝑆𝑙 𝜌𝑆𝑙

𝑑𝑒𝑡 𝒔𝐼 − 𝐴 = 𝒔 + + ∙ 𝑪𝒁𝜶 ∙ 𝒔− ∙ 𝑪𝑴𝒒 − ∙ 𝑪𝑴𝜶 ∙ 1 − ∙𝑪
𝑚𝑉𝐸 2𝑚 2𝐼𝑌𝑌 2𝐼𝑌𝑌 2𝑚 𝒁𝒒

𝟐
𝐹𝑛 𝐸 𝜌𝑉𝐸 𝑆 𝜌𝑉𝐸 𝑆𝑙 2 𝜌𝑉𝐸 2 𝑆𝑙 𝜌𝑆𝑙 𝐹𝑛 𝐸 𝜌𝑉𝐸 𝑆 𝜌𝑉𝐸 𝑆𝑙 2
𝑑𝑒𝑡 𝒔𝐼 − 𝐴 = 𝒔 + 2 + ∙ 𝑪𝒁𝜶 − ∙ 𝑪𝑴𝒒 ∙ 𝒔 − ∙ 𝑪𝑴𝜶 ∙ 1 − ∙𝑪 − + ∙ 𝑪𝒁𝜶 ∙ ∙ 𝑪𝑴𝒒
2𝑚𝑉𝐸 4𝑚 4𝐼𝑌𝑌 2𝐼𝑌𝑌 2𝑚 𝒁𝒒 𝑚𝑉𝐸 2𝑚 2𝐼𝑌𝑌

𝜆>0 𝜔0 2
49
 Reminder about 2nd order equations
2 𝑠1 = −𝜆 + 𝜆2 − 𝜔0 2
• If 𝜆2 − 𝜔0 > 0, aperiodic movement: 𝑦 𝑠>0
𝑠2 = −𝜆 − 𝜆2 − 𝜔0 2

𝑡
𝑎 𝑦 = 𝑦𝐸 + 𝑎 ∙ 𝑒 −
𝜏
1
𝜏=− The time constant
𝑠 𝑡 𝑠<0
𝑦𝐸 The final state (only if 𝑠 < 0) −𝜏
Let’s note 𝑦 = 𝑦𝐸 + 𝑎 ∙ 𝑒
𝑦𝐸
𝑎 The initial deviation from 𝑦𝐸 𝜏 𝑡𝑖𝑚𝑒: 𝑡

2 𝑠1 = −𝜆 + 𝑖 ∙ 𝜔0 2 − 𝜆2
𝑦 𝑦𝐸 + 𝑎 ∙ 𝑒 −𝜆𝑡
• If 𝜆2 − 𝜔0 < 0, oscillatory movement:
𝑠2 = −𝜆 − 𝑖 ∙ 𝜔0 2 − 𝜆2 𝜆>0

𝑦𝐸
Let’s note 𝜔𝑛 = 𝜔0 2 − 𝜆2 𝑦 = 𝑦𝐸 + 𝑎 ∙ 𝑒 −𝜆𝑡 𝑐𝑜𝑠 𝜔𝑛 𝑡 + 𝜙
𝑡𝑖𝑚𝑒: 𝑡
𝜆 𝑎
𝜆 is absolute damping 𝜉 = 𝜔 is relative damping
𝑛 𝑦𝐸 − 𝑎 ∙ 𝑒 −𝜆𝑡 50
Back on 𝑿𝑭 and 𝑿𝑴 𝐹𝑛 𝐸 𝜌𝑉𝐸 𝑆 𝜌𝑉𝐸 𝑆𝑙 2
𝜆= + ∙ 𝑪𝒁𝜶 − ∙ 𝑪𝑴𝒒 > 𝟎
2𝑚𝑉𝐸 4𝑚 4𝐼𝑌𝑌

• Short period mode 2 𝜌𝑉𝐸 2 𝑆𝑙 𝜌𝑆𝑙 𝐹𝑛 𝐸 𝜌𝑉𝐸 𝑆 𝜌𝑉𝐸 𝑆𝑙 2

𝜔0 = −
2𝐼𝑌𝑌
∙ 𝑪𝑴𝜶 ∙ 1 −
2𝑚
∙ 𝑪𝒁𝒒 −
𝑚𝑉𝐸
+
2𝑚
∙ 𝑪𝒁𝜶 ∙
2𝐼𝑌𝑌
∙ 𝑪𝑴𝒒

𝜔0 2 > 𝜆2 𝜔0 2 = 𝜆2 𝜔0 2 = 0 𝜔0 2 < 0
Re(s)
Oscillatory convergent Aperiodic convergent Aperiodic divergent

𝑿𝑩 𝐺 𝑿𝑭 𝑿𝑴

𝑠1 = −𝜆 + 𝜆2 − 𝜔0 2 > 0

𝑠1 = −𝜆 + 𝜆2 − 𝜔0 2 < 0

𝑠1 = −𝜆 + 𝑖 ∙ 𝜔0 2 − 𝜆2
−𝜆
𝑠2 = −𝜆 − 𝑖 ∙ 𝜔0 2 − 𝜆2
Short period mode is convergent until
G goes behind the maneuver point 𝑿𝑴

51
𝑠2 = −𝜆 − 𝜆2 − 𝜔0 2 < 0
Short Period Mode
• Short period mode triggered by +0,5° of angle of attack, airplane: A320-like

52
Content
• Chapter 3
• Equations of longitudinal movement
• Origin of all coefficients in the equations
• Equilibrium around 𝑌𝐵 axis and static stability
• Movement and dynamic stability around 𝑌𝐵 axis
• Equation of movement
• Short period mode
• Phugoid

53
Phugoid
1 𝜕𝐹𝑛 2𝐹𝑛 𝐸 𝐹𝑛 𝐸
− −𝑔 −2𝑔𝑘 ∙ 𝑪𝒁𝜹𝒎
𝜹𝑽ሶ 𝑚 𝜕𝑉 𝑉𝐸 𝜹𝑽 𝜹𝒙
We focus now on the coupling = ∙ + 𝑚 ∙
𝜹𝜸ሶ 2𝑔 𝜹𝜸 𝜌𝑉𝐸 𝑆 𝜹𝒎
between 𝑉 and 𝛾 0 0 ∙ 𝑪𝒁𝜹𝒎
𝑉𝐸 2 2𝑚

1 𝜕𝐹𝑛 2𝐹𝑛 𝐸 2𝑔2 𝟐

1 𝐹𝑛 𝐸 1 𝜕𝐹𝑛 2𝑔2
𝑑𝑒𝑡 𝒔𝐼 − 𝐴 = 𝒔 − − ∙𝒔+ 𝑑𝑒𝑡 𝒔𝐼 − 𝐴 = 𝒔 + 2 − ∙𝒔+
𝑚 𝜕𝑉 𝑉𝐸 𝑉𝐸 2 𝑚 𝑉𝐸 2 𝜕𝑉 𝑉𝐸 2

2
𝜆 − 𝜔0
2 1 𝐹𝑛 𝐸 2 𝐹𝑛 𝐸 𝜕𝐹𝑛 1 𝜕𝐹𝑛
= 2 − +
2
−
2𝑔2 𝜆 𝜔0 2
𝑚 𝑉𝐸 2 𝑉𝐸 𝜕𝑉 4 𝜕𝑉 𝑉𝐸 2

2 2 2
1 𝐹𝑛 𝐸 1 𝜕𝐹𝑛 𝑚𝑔 𝐹𝑛 𝐸 𝜕𝐹𝑛
𝜆2 − 𝜔0
2
= 2∙
𝑚 𝑉𝐸
+
4 𝜕𝑉
− 2
𝑉𝐸
+
𝑉𝐸 𝜕𝑉 <0

Phugoid mode is oscillatory and poorly damped

2 𝑠1 = −𝜆 + 𝑖 ∙ 𝜔0 2 − 𝜆2 but
2
If 𝜆 − 𝜔0 <0
𝑠2 = −𝜆 − 𝑖 ∙ 𝜔0 2 − 𝜆2 Slow and easy to control 54
Phugoid
• Phugoid triggered by +0,5° of path, airplane: A320-like

The movement can be seen as a periodic exchange

between kinetic energy and potential energy
55
Content
• Chapter 3
• Equations of longitudinal movement
• Origin of all coefficients in the equations
• Equilibrium around 𝑌𝐵 axis and static stability
• Movement and dynamic stability around 𝑌𝐵 axis
• Equation of movement
• Short period mode
• Phugoid
• Real flight

56
Full Longitudinal Movement
• Coupling terms

𝐹𝑛 𝐸 𝜌𝑉𝐸 𝑆 𝜌𝑆𝑙 2 𝜌𝑉𝐸 𝑆

− + ∙ 𝑪𝒁𝜶 1− ∙𝑪 −𝑔 0 0 − ∙ 𝑪𝒁𝜹𝒎
𝑚𝑉𝐸 2𝑚 2𝑚 𝒁𝒒 𝑉𝐸 2 2𝑚
𝜹𝜶ሶ 𝜌𝑉𝐸 2 𝑆𝑙 𝜌𝑉𝐸 𝑆𝑙 2 0 0 𝜹𝜶 ∆𝑍𝐹 ∙ 𝐹𝑛 𝐸 𝜌𝑉𝐸 2 𝑆𝑙
∙ 𝑪𝑴𝜶 ∙ 𝑪𝑴𝒒 ∙ 𝑪𝑴𝜹𝒎
𝒒ሶ 2𝐼𝑌𝑌 2𝐼𝑌𝑌 𝒒 𝐼𝑌𝑌 2𝐼𝑌𝑌 𝜹𝒙
= ∙ + ∙
𝜹𝑽 ሶ 2𝑔𝑘𝑙 1 𝜕𝐹𝑛 2 𝜹𝑽 𝐹𝑛 𝐸 𝜹𝒎
−2𝑔𝑘 ∙ 𝑪𝒁𝜶 − 𝐹𝑛 𝐸 −𝑔 −2𝑔𝑘 ∙ 𝑪𝒁𝜹𝒎
𝜹𝜸ሶ − ∙ 𝑪𝒁𝒒 𝑚 𝜕𝑉 𝑉𝐸 𝜹𝜸
𝑉𝐸 𝑚
𝐹𝑛 𝐸 𝜌𝑉𝐸 𝑆 𝜌𝑆𝑙 2 0 0 𝜌𝑉𝐸 𝑆
+ ∙ 𝑪𝒁𝜶 ∙𝑪 𝑔 2 ∙ 𝑪𝒁𝜹𝒎
𝑚𝑉𝐸 2𝑚 2𝑚 𝒁𝒒 𝑉𝐸 2𝑚

57
Full Longitudinal System
• All modes triggered by +0,5° of angle of attack, airplane: A320-like

58