16.

333 Lecture # 8

Aircraft Lateral Dynamics Spiral, Roll, and Dutch Roll Modes

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Aircraft Lateral Dynamics

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Using a procedure similar to the longitudinal case, we can develop the equations of motion for the lateral dynamics v


a p
x = Ax + Bu , x =
, u = r
r


and = r sec 0
Yv m Yp m Yr U 0 m g cos 0 0 0 0

L ( v + Izx Nv ) ( Lp + IzxNp) ( Lr + IzxNr ) Ixx Ixx Ixx A =

(I L + Nv ) (I L + Np ) (I L + Nr ) zx v I zx p zx r Izz Izz
zz 0 1 tan 0 where
2 Ixx = (IxxIzz Izx)/Izz 2 Izz = (IxxIzz Izx)/Ixx 2 Izx = Izx/(IxxIzz Izx)

and (m) 0 B
= 0 0
1

0 0
(Ixx)1 Izx Izx (I
)1 zz 0 0

Ya Yr La Lr

Na Nr

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Lateral Stability Derivatives

A key to understanding the lateral dynamics is rollyaw coupling. Lp rolling moment due to roll rate: Roll rate p causes right to move wing down, left wing to move up Vertical velocity distribution over the wing W = py Leads to a spanwise change in the AOA: r (y) = py/U0 Creates lift distribution (chordwise strips) 1 2 Lw (y) = U0 Cl r (y)cy dy 2 Net result is higher lift on right, lower on left Rolling moment: b/2 py 2 1 2 b/2 Cl cy dy Lp < 0 L= Lw (y)(y)dy = U0 2 U0 b/2 b/2 Key point: positive roll rate negative roll moment. Lr rolling moment due to yaw rate: Positive r has left wing advancing, right wing retreating Horizontal velocity distribution over wing U = U0 ry Creates lift distribution over wing (chordwise strips) 1 1 2 Lw (y) U 2Cl cdy (U0 2U0ry)Cl cy dy 2 2 Net result is higher lift on the left, lower on the right. b/2 b/2 Rolling Moment: L = Lw (y)(y)dy U0r Cl cy y 2dy
b/2 b/2

For large aspect ratio rectangular wing (crude) 1 1 Lr ( to )CL > 0 6 4 Key point: positive yaw rate positive roll moment.

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Np yawing moment due to roll rate: Rolling wing induces a change in spanwise AOA, which changes the spanwise lift and drag. Distributed drag change creates a yawing moment. Expect higher drag on right (lower on left) positive yaw moment There is both a change in the lift (larger on downward wing be cause of the increase in ) and a rotation (leans forward on down ward wing because of the larger ). negative yaw moment In general hard to know which eect is larger. Nelson suggests that for a rectangular wing, crude estimate is that 1 2 CL Np U0 Sb( ) < 0 2 8 Nr yawing moment due to yaw rate: Key in determining stability properties mostly from n. Positive r has n moving to the left which increases the apparent angle of attack by rlf f = (U0)f Creates increase in lift at the tail n by 1 2 Lf = (U0 )f Sf CLf f 2 Creates a change in the yaw moment of 1 2 N = lf Lf = (U0)f Sf CLf rlf 2 1 2 So Nr = 2 (U0)f Sf CLf lf < 0 Key point: positive yaw rate negative yaw moment. L N p <0 ? r >0 <0

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Numerical Results

The code gives the numerical values for all of the stability derivatives. Can solve for the eigenvalues of the matrix A to nd the modes of the system. 0.0331 0.9470i 0.5633 0.0073 Stable, but there is one very slow pole. There are 3 modes, but they are a lot more complicated than the longitudinal case. Slow mode 0.0073 Spiral Mode Fast real 0.5633 Roll Damping Oscillatory 0.0331 0.9470i Dutch Roll Can look at normalized eigenvectors: Spiral Roll Dutch Roll = w/U0 0.0067 0.0197 0.3269 28 p = p/(2U0/b) 0.0009 0.0712 0.1198 92 r = r/(2U0/b) 0.0052 0.0040 0.0368 112 1.0000 1.0000 1.0000 0

Not as enlightening as the longitudinal case.

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Lateral Modes
Roll Damping well damped. As the plane rolls, the wing going down has an increased
(wind is eectively coming up more at the wing)
Opposite eect for other wing. There is a dierence in the lift generated by both wings more on side going down The dierential lift creates a moment that tends to restore the equilibrium. Recall that Lp < 0

After a disturbance, the roll rate builds up exponentially until the restoring moment balances the disturbing moment, and a steady roll is established.

Restoring rolling moment

Disturbing rolling moment

V0 -py ' py '

Roll Rate p

Port wing Reduction in incidence

V0 Starboard wing Reduction in incidence

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Spiral Mode slow, often unstable. From level ight, consider a disturbance that creates a small roll angle > 0 This results in a small sideslip v (vehicle slides downhill) Now the tail n hits on the oncoming air at an incidence angle extra tail lift positive yawing moment Moment creates positive yaw rate that creates positive roll mo ment (Lr > 0) that increases the roll angle and tends to increase the sideslip makes things worse. If unstable and left unchecked, the aircraft would y a slowly diverging path in roll, yaw, and altitude it would tend to spiral into the ground!!

Can get a restoring torque from the wing dihedral Want a small tail to reduce the impact of the spiral mode.

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Dutch Roll damped oscillation in yaw, that couples into roll. Frequency similar to longitudinal short period mode, not as well damped (n less eective than horizontal tail). Consider a disturbance from straightlevel ight Oscillation in yaw (n provides the aerodynamic stiness) Wings moving back and forth due to yaw motion result in oscil latory dierential lift/drag (wing moving forward generates more lift) Lr > 0 Oscillation in roll that lags by approximately 90 Forward going wing is low
Oscillating roll sideslip in direction of low wing.

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Do you know the origins on the name of the mode? Damp the Dutch roll mode with a large tail n.

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10

Transfer function from aileron to flight variables 2 2 10 10

10

10

10

|Gda|

10

|G

10

|Grda| 10
0

10

pda

| 10
0

10

10 10
2

10 10 Freq (rad/sec)

10 10
2

10 10 Freq (rad/sec)

10

10

10 10 Freq (rad/sec)

200 150 50 100 150 200 250 300 350 10 10 Freq (rad/sec)
1 0

200 150 100 50 arg Grda 0 50 100 150

100 50 arg Gpda 0 50

Ailerons inuence the Yaw because of the dierential drag

arg Gda

100

Aircraft Actuator Inuence

Transfer functions dominated by lightly damped Dutchroll mode.

10
2

150

Figure 1: Aileron impulse to ight variables. Response primarily in .

10 10 Freq (rad/sec)
1 0

Note the rudder is physically quite high, so it also inuences the A/C roll.
200 2 10 10 10 Freq (rad/sec)
1 0

200 2 10

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Transfer function from rudder to flight variables 2 2 10 10

10

10

10

|Gda|

10

|G

10

|G 10
1 2 1 0

10

pda

10

rda

| 10
0

0 0

10 2 10 10 10 10 Freq (rad/sec) 10
2

10 10 Freq (rad/sec)

10

10

10 10 Freq (rad/sec)

200 100 200

rda

200 100 0 100 200 300

2

150

100
pda

50 arg G 300 400 500

0

arg Gda

50

100

150 10

Figure 2: Aileron impulse to ight variables. Response primarily in .

10 10 Freq (rad/sec)
1 0

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200 2 10

10 10 Freq (rad/sec)

arg G

10

10 10 Freq (rad/sec)

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2 rad 0 2 4 2 p rad/sec 0 2 4 5 r rad/sec 0 5 0 rad 0.005 0.01

x 10

Aileron 1 deg Impulse 2sec on then off

0 3 x 10

10

15

20

25 a > 0 ==> right wing up

30

0 4 x 10

10

15

20

25

30

Initial adverse yaw ==> RY coupling

10

15

20

25

30

10

15 time sec

20

25

30

Figure 3: Aileron impulse to ight variables Aileron a =1deg impulse for 2 sec. Since a > 0 then right aileron goes down, and right wing goes up Reids notation, and it is not consistent with the picture on 64 (from Nelson). Inuence of the roll mode seen in the response of p to application and release of the aileron input. See eect of adverse yaw in the yaw rate response caused by the dierential drag due to aileron deection. Spiral mode harder to see. Dutch mode response in other variables clear (1 rad/sec 6 sec period).

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0.02 rad 0.01 0 0.01 0.1 p rad/sec 0 0.1 0.1 r rad/sec 0 0.1 1 rad 0 1 2 0 5 10 0 5 10

Rudder 1 deg step

15

20

25

30

10

15

20

25

30

10

15

20

25

30

15 time sec

20

25

30

Figure 4: Rudder step to ight variables Rudder step input 1deg step. Dutch roll response very clear. Other 2 modes are much less pronounced. shows a very lightly damped decay. p clearly excited as well. Doesnt show it, but often see evidence of adverse roll in p response where initial p is opposite sign to steady state value. Reason is that the forces act on the n which is well above the cg and the aircraft responds rapidly (initially) in roll. ultimately oscillates around 2.5