Introduction to Aerospace Engineering

Lecture slides

Challenge the future

6-9-2010

Intro to Aerospace Engineering

AE1101 Stability & Control
Prof.dr.ir. Jacco Hoekstra
Delft
University of
Technology

Challenge the future

Stability & control

- Anderson 6.17, 7.1-7.11
- and some extra stuff
6-9-2010

Delft
University of
Technology

Challenge the future

When this one feature [balance and control]

has been worked out,
the age of flying machines will have arrived, for all
other difficulties are of minor importance.
Papers of Wilbur and Orville Wright

Wilbur

Orville

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A spin is like a love affair;

you dont notice how you get into it

and it is very hard to get out of
Theodore von Krmn,
answering a question during a conference

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Stability is not easy

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1.
Controls

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Different approach pioneers

Europe: Voisin Farman I-bis at Brussels Air Museum

January 13, 1908: Grand Prix dAviation for circle > 1 km
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Different approach pioneers

Wright Flyer I in Smithsonian Air & Space Museum Washington DC

First powered manned flight
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Concept of Wing Warping

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Wing warping for roll control

31 August 1911, Haarlem

1 September 1911, Haarlem

Fokker Spin
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First ailerons
Monoplane
Failed to cross
channel on 19
July 1909
World distance
record: 154.6 km
on 26 Augustus
1909 in 2 hr 17m

Antoinette IV,1908 designed by Leon Lavasseur

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Aileron L
Elevator

Rudder
Throttle
Aileron R
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It is not immediately obvious how a pilot with four

controls manages to control an aircraft with six

degrees of freedom.
D. Stinton

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Classic Flight
Control System (FCS)

positive deflections

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Classic FCS: F-15 Eagle

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Classic FCS: F-15 fly by cable

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Fly by wire FCS

First in military jets (agility) later in airliners (weight saving).

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Demo
Stable Flight
Mode 1: Controls vertical speed
Mode 2: Controls vertical acceleration
Mode 3: Control change of vertical acceleration

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Integrators in control loop

speed

x
v=
t

xi +1 = xi + v t

v
t

vi +1 = vi + a t

a=

acceleration

Mode 1
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Integrators in control loop

speed

x
v=
t

xi +1 = xi + v t

v
t

vi +1 = vi + a t

a=

acceleration

Mode 2
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Integrators in control loop

speed

x
v=
t

xi +1 = xi + v t

v
t

vi +1 = vi + a t

a=

acceleration

Mode 3
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2.
Angles and axes

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Body Axes

Forces in body axes

c.g.
Difference with lift & drag?

Defined relative to
direction of speed vector
Z
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Control surfaces and rotations

Sign convention: negative deflections

positive a/c response around its primary axis!

-e

Elevator: pitch angle

Top view
View from front

-r

-a,r

-a,l
Ailerons: roll angle

Rudder: yaw angle

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Stability axes and body axes

Stability: xs-axis is attached to velocity
Body axes: xb-axis is fixed to aircraft
angle

of at
tack

pitch angle
airs
pe e
d

air

cra
ft

climb angle
horizon
+

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Moments

L, M, N
M

c.g.

Pitching moment
Nose up = positive

N
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Stability axes and body axes

Stability: xs-axis is attached to velocity
Body axes: xb-axis is fixed to aircraft
V(

air
sp
ee
d)

North

course

Sideslip angle

Heading

Geodetic axes: xg-axis is attached to North and horizon

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Force & moment coefficients

Forces dimensionless with V2 S
Moments dimensionless with:
Longitudinal M : V2 S c
Lateral: L, N : V2 S b

CX CY CZ

(c = chord)
(b = span)

Cl Cm Cn

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For now: symmetrical movements

in stability axes

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Bank angle: Horizontal steady turn

Load factor n:

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Partial derivatives:
use for small disturbances
f(x,y)

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Partial derivatives:
use for small disturbances
f(x,y)

Cf

Cf x
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Stability notation issue

Cm

= change in pitch moment due to angle of attack

Cn

= change in yawing moment due to sideslip angle

Etc. etc.

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3.
Stability

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Static stability

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Dynamic stability

Harder to judge than static stability

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4.
Static stability
Lateral examples
Longitudinal

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Lateral stability: dihedral

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Lateral stability: wing sweep

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Tail configurations . or no tail?

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Tail-Wing Configurations

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Longitudinal static stability

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We have a situation at the tail

H = + iH
H

d H
d

d
d
( + iH ) = 1
d
d
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Definition Aerodynamic center (subscript a.c.):

Point around which there is no change
in moment due to a change in the angle
of attack

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Wing alone is statically unstable

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Unfortunately wing with positive

camber not stable!

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Longitudinal
static stability
This is the situation
we want

Stable when two conditions are both met:

1.

Cm0 > 0 ;sufficiently positive zero lift moment

AND

2.

Cm < 0 ;negative change in moment due to angle of attack = same sign due to CL
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First condition:
positive zero lift moment

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Static longitudinal stability

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=>

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For static stability:

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Stability and Cm : neutral point

Factors for pitch stability:
Position of tail surface
Position of center of gravity
Meaning of neutral point?

Estimate neutral point: more or less than 0.4?

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Neutral point

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How about a canard?

Zero lift situation

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Tail vs. canard (foreplane)

Inherently stable tail config

Statically stable canard,

by moving c.g. forward
rel. to wing
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Stability margin

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Piaggio P180 Avanti

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Beechcraft Starship 2000

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5.
Dynamic stability
- typical modes oscillations of
conventional aircraft

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Typical longitudinal oscillations

Period: 30 sec several minutes

Langzame slingering (fugode)

Long period oscillation (phugoid)

Period: 2 - 5 seconds

Snelle slingering
Short period pitching

Exchanging:
- Kinetic energy (speed)
- Potential Energy (altitude)

Modern airliners:
Low drag, low damping
(sometimes noticeable as passenger)

Reaction on disturbance from balance

High damping

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Typical lateral oscillations

Zwierbeweging
Dutch roll

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Typical lateral modes

Aperiodic rolling
mode

Spiral

low speed:
may become unstable

high speed: stable

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Vrille, spin = stalled

Normal stall

Flat spin
(similar to steep spin)

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Choose an aircraft
Estimate for your aircraft in which range the center
of gravity would be from the planform
For the following stability derivatives:
The sign of the derivative: negative, zero (negligible) or positive
Reason for the sign
(contributing factors: change of lift of wing, position of surfaces etc)
Contribution to static stability (or reduction)

Cl r Cnp Cl
Judge the configuration of your aircraft and the position of the
control surfaces. Try to explain why this was chosen as it is from
a static stability and/or control point of view.
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Example A300
General data:

Wing area S = 260 m2

Span b = 44.85 m
Length 54.08 m
Typical operating weight = 90,060 kg
MTOW = 165,000 kg
Distance wing ac to tail ac: lH=25,0 m

Engineering data:

CL-alpha wing, awing = 4.4 1/rad (=0.076 per degree)

CL-alpha tail, atail = 2.7 1/rad (= 0.047 per degree)
Downwash at tail 1.0 degree per 10.0 deg alpha
When c.g. 3.55 m after a.c of wing, it should still be stable

Question:
What is minimum horizontal tail area?

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Example A300
General data:
Wing area S = 260 m2

lnp

Span b = 44.85 m

at
S H lH
d
VH 1
with VH =
a
S c
d

Length 54.08 m
Typical operating weight = 90,060 kg
MTOW = 165,000 kg
Distance wing ac to tail ac: lH=25,0 m

Engineering data:
CL-alpha wing, awing = 4.4 1/rad
CL-alpha tail, atail = 2.7 1/rad
Downwash at tail 1.0 degree per 10.0 deg alpha
When c.g. 3.55 m after a.c of wing, it should still be stable

Question:
What is minimum horizontal tail area?

Other potential questions: what is ih?

SH=67 m2
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Homework Stability & Control

Anderson problems:
7.1 - 7.6 & 7.9
Notation is different: h = 0.26 means xcg/c = 0.26

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lnp
c

at
VH
a

S H lH
d
1
with VH =
S c
d

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