Maneuvering and

Aeroelasticity
Robert Stengel, Aircraft Flight Dynamics
MAE 331, 2012
High angle of attack and
angular rates
Asymmetric ight
Nonlinear aerodynamics
Inertial coupling
Fuel sloshing
Spins and tumbling
Aeroelasticity
Copyright 2012 by Robert Stengel. All rights reserved. For educational use only.
http://www.princeton.edu/~stengel/MAE331.html
http://www.princeton.edu/~stengel/FlightDynamics.html
Tactical Airplane Maneuverability
Maneuverability parameters
Stability
Roll rate and acceleration
Normal load factor
Thrust/weight ratio
Pitch rate
Transient response
Control forces
Dogghts
Preferable to launch missiles at long range
Dogght is a backup tactic
Preferable to have an unfair advantage
Air-combat sequence
Detection
Closing
Attack
Maneuvers, e.g.,
Scissors
High yo-yo
Disengagement
Maneuvering Aircraft May Be
Rotating About All Axes

! u = X / m ! gsin" + rv ! qw
! v = Y / m+ gsin# cos" ! ru + pw
! w = Z / m+ gcos# cos" + qu ! pv

! p = Izz L + Ixz N ! Ixz Iyy ! Ixx ! Izz ( ) p + Ixz
2
+ Izz Izz ! Iyy ( ) "
#
$
%
r { }q ( ) Ixx Izz ! Ixz
2
( )
! q = M ! Ixx ! Izz ( ) pr ! Ixz p
2
! r
2
( ) "
#
$
%
Iyy
! r = Ixz L + Ixx N ! Ixz Iyy ! Ixx ! Izz ( )r + Ixz
2
+ Ixx Ixx ! Iyy ( ) "
#
$
%
p { }q ( ) Ixx Izz ! Ixz
2
( )

! xI = cos! cos" ( )u + #cos$sin" + sin$sin! cos" ( )v + sin$sin" + cos$sin! cos" ( )w
! yI = cos! sin" ( )u + cos$ cos" + sin$sin! sin" ( )v + #sin$ cos" + cos$sin! sin" ( )w
! zI = #sin! ( )u + sin$ cos! ( )v + cos$ cos! ( )w

! ! = p + qsin! + r cos! ( ) tan"
! " = qcos! # r sin!
! $ = qsin! + r cos! ( )sec"
Rate of change of Translational Position
Rate of change of Angular Position
Rate of change of Translational Velocity
Rate of change of Angular Velocity
Stability axes offer no advantage over original body axes, as angle of
attack and sideslip angle are continually changing
Coupling of Longitudinal
and Lateral-Directional
Motions
Longitudinal Motions can
Couple to Lateral-
Directional Motions
F =
F
Lon
F
Lat!Dir
Lon
F
Lon
Lat!Dir
F
Lat!Dir
"
#
$
$
%
&
'
'
Linearized equations have limited application to
high-angle/high-rate maneuvers
Steady, non-zero sideslip angle (Sec. 7.1, FD)
Steady turn (Sec. 7.1, FD)
Steady roll rate
F
Lat!Dir
Lon
, F
Lon
Lat!Dir
" 0
Stability Boundaries Arising
From Asymmetric Flight
NASA CR-2788
Northrop F-5E
Stability Boundaries with Nominal
Sideslip, !
o
, and Roll Rate, p
o
NASA CR-2788
Pitch-Yaw Coupling Due To
Steady Roll Rate, p
o

Combine 2
nd
-order short period and Dutch roll modes
Body axes
Constant roll rate = p
o
, rad/s
!u(t ) =
!"E
!"A
!"R
#
$
%
%
%
&
'
(
(
(
Elevator, deg or rad
Ailerons, deg or rad
Rudder, deg or rad

!! x
Lon
!! x
LD
"
#
$
$
%
&
'
'
=
F
Lon
F
LD
Lon
F
Lon
LD
F
LD
"
#
$
$
%
&
'
'
!x
Lon
!x
LD
"
#
$
$
%
&
'
'
+
G
Lon
G
LD
"
#
$
$
%
&
'
'
!u
!x(t ) =
!x
Lon
!x
LD
"
#
$
$
%
&
'
'
=
!w
!q
!v
!r
"
#
$
$
$
$
%
&
'
'
'
'
Normal velocity, m / s
Pitch rate, rad / s
Side velocity, m / s
Yaw rate, rad / s
Control input vector
4
th
-order dynamic model
State vector
Time Response to
Elevator Step Input
When p
o
= 0/s
Elevator input produces
longitudinal response but
no lateral-directional
response
At p
o
= 60/s
Short-period (faster) mode
dominates longitudinal
response
Dutch-roll (slower) mode
dominates lateral
directional response
At p
o
= 120/s
Both modes are evident in
both responses
Fast mode is even faster
Slow mode is even slower
Pitch-Yaw Coupling Due
To Steady Roll Rate, p
o

F
Lon
F
LD
Lon
F
Lon
LD
F
LD
!
"
#
#
$
%
&
&
=
Z
w
u
o
M
w
M
q
!
"
#
#
$
%
&
&
'p
o
0
0
I
zz
' I
xx ( )
I
yy
p
o
!
"
#
#
#
#
$
%
&
&
&
&
p
o
0
0
I
xx
' I
yy ( )
I
zz
p
o
!
"
#
#
#
#
$
%
&
&
&
&
Y
v
u
o
N
v
N
r
!
"
#
#
$
%
&
&
!
"
#
#
#
#
#
#
#
#
#
#
$
%
&
&
&
&
&
&
&
&
&
&
4
th
-order stability matrix
Body axes
Neglible v
o
, u
o
~ V
N

Negligible coupling aerodynamic effects

Constant roll rate is only source of coupling
Short Period
Dutch Roll
Yaw-to-Pitch Coupling
Pitch-to-Yaw Coupling
!x(t ) =
!w
!q
!v
!r
"
#
$
$
$
$
%
&
'
'
'
'
Pitch-Yaw Coupling Due
To Steady Roll Rate, p
o
!
rolling
s ( ) = s " Z
w ( ) s " M
q ( ) "u
o
M
w
#
$
%
&
s "Y
v ( ) s " N
r ( ) +u
o
N
v
#
$
%
& { }
+ p
o
2
s " M
q ( ) s " N
r ( ) " s " Z
w ( ) s "Y
v ( )
I
zz
" I
xx ( )
I
yy
I
xx
" I
yy ( )
I
zz
"u
o
M
w
I
xx
" I
yy ( )
I
zz
"u
o
N
v
I
zz
" I
xx ( )
I
yy
'
(
)
*
)
+
,
)
-
)
" p
o
4
I
zz
" I
xx ( )
I
yy
I
xx
" I
yy ( )
I
zz
Coupling effect is proportional to p
o
2
and p
o
4
Effect on roots is independent of the sign of p
o

Cannot use Evanss root-locus rules with k = p
o
2
, as k
2
also appears
Can compute effect of p
o
2
on roots using MATLABs eig
!
rolling
s ( ) = !
SP
s ( )!
DR
s ( )
"
#
$
%
+ p
o
2
fcn s, M
q
, N
r
, Z
w
,Y
v
, I
xx
, I
yy
, I
zz
, u
o
, M
w
, N
v ( )
"
#
$
%
& p
o
4
I
zz
& I
xx ( )
I
yy
I
xx
& I
yy ( )
I
zz
Characteristic Polynomial
Thunderbird F-16 Barrel Roll
http://www.youtube.com/watch?v=ovSOStlncbU
Effect of Steady Roll Rate, p
o
, on
Pitching and Yawing Roots
Factor !
rolling
(s) for various values of p
o
2

p
o
2
= root locus gain, k
Faster mode gets faster
Slower mode gets slower and may become unstable
No Damping With Typical Damping
Short Period
Short Period
Dutch Roll
Dutch Roll
Divergent root at high roll rate
Parameter plot: variation of real and
imaginary parts of roots vs. roll rate,
p
o
Dutch roll: solid
Short period: dashed
Dutch roll: solid
Short period: dashed
Bifurcation
Instability
Steady Roll Rate, p
o
, Effect
Expressed by Root Locus or
Parameter Plot
Effects of steady roll rate on nonlinear
equilibrium control response
Pitch-yaw coupling
p jump or p acceleration
Multiple equilibria for same control
settings
Up to 9 possible roll rates for one
aileron setting
Sensitivity to elevator setting
Flight Dynamics, 7.3
Aileron Angle
vs. Roll Rate
Sideslip Response to
Elevator vs. Roll Rate
Angle of Atack
Response to Elevator
vs. Roll Rate
Steady-State Response as
Well as Stability is
Affected by High Roll Rate
Rhoads, Schuler,
1957
f v, w, p, q, r, !"A, !"E, !"R ( )
SS
= 0
Surface of equilibrium solutions for roll rate
Possibility of an unrecoverable spin
The Buttery Catastrophe*
f
1
v, w, p, q, r, !"A, !"E, !"R ( )
SS
= 0
p
SS
= f
2
v, w, q, r, !"A, !"E, !"R ( )
SS
* Ren Thom, 1974
after Mehra, Carroll, 1979
Roll Rate Equilibrium Surface The Buttery Catastrophe
Tumbling and Spins
Tumbling, Spins, and Recovery
Strong nonlinear effects
Aircraft-specic control strategy for recovery
Wind Tunnel Spin Testing
Sidney B. Gates, RAE: "The Spinning of Aeroplanes" (with L.W. Bryant,
1926), neutral and maneuver points, stick force per g
Continued research on stalls and spins at NASA, USAF, and in many
other countries
NASA Langley Spin Tunnel
NASA Langley Spin
Tunnel Testing
http://www.youtube.com/watch?v=tQwMCmI55Q0
http://www.youtube.com/watch?v=u7FCqLpTgkk
http://www.youtube.com/watch?v=VUKTBUY1RII
Tails with Negative
Dihedral (Anhedral)
Horizontal tail below wing's wake
May have adverse effect on spin
characteristics
F-4 model test
Spin rate, !b/2V

Yaw coefcient,
C
n
Pro-spin moment
Anti-spin moment
Yawing Moment at High Angle of Attack
Dynamic as well as static
effects,e.g., hysteresis
Random asymmetric yawing
moments (left or right)
generated by slender nose at
zero sideslip angle
may exceed rudder control
power
F-111
F-4
F-104
Vortex-induced side
force on nose
Controlling Yawing Moment at
High Angle of Attack
Sucking, blowing, or movable
strakes to control nose vortices
X-29, F/A-18 HARV
Vortex bursting effect on tail
McDonnell-Douglas F/A-18
Control at High
Aerodynamic Angles
Supermaneuverability
Means of forcing opponent to overshoot
Pugachevs Cobra maneuver, rst done
in Sukhoi Su-27
Benecial effect of thrust-vector control
(X-31)
Mongoose maneuver (X-31)
Essentially low-speed maneuvers, not
where you want to be in air combat (i.e.,
high energy-state)
Thrust Vector Control
Pitch and Yaw Control (X-31)
Pitch Control (F-22)
Effects of Aeroelasticity
Reduced Aileron Effect
Due to Aeroelasticity
Wing torsion
reduces aileron
effect with
increasing dynamic
pressure
Rolling Criterion,
pb/2V
pb/2V
elastic
/ pb/2V
rigid
Republic P-47
Thunderbolt Aeroelastic Aileron Effect of
Boeing 2707-300 Supersonic
Transport Concept
Elastic-to-
Rigid Ratio
Mach Number

Quasi-Static Aeroelastic Model of
Aircraft Dynamics: Residualization

!! x
aircraft
0
"
#
$
$
%
&
'
'
(
F
aircraft
F
elastic
aircraft
F
aircraft
elastic
F
elastic
"
#
$
$
%
&
'
'
!x
aircraft
!x
elastic
"
#
$
$
%
&
'
'
+
G
aircraft
G
elastic
"
#
$
$
%
&
'
'
!u
aircraft
IF elastic modes are fast compared to rigid modes and
are stable

!! x
a
= F
a
!x
a
" F
e
a
F
e
"1
F
a
e
!x
a
+ G
e
!u
a
#
$
%
&
+ G
a
!u
a
= F'
a
!x
a
+ G'
a
!u
a
Residualization reduces aeroelastic model order to
rigid-body model order
Primary Longitudinal
Aeroelastic Mode Shapes
Fuselage Bending Wing Bending
Wing Torsion
Aeroelastic Model of
Aircraft Dynamics

!! x
aircraft
!! x
elastic
"
#
$
$
%
&
'
'
=
F
aircraft
F
elastic
aircraft
F
aircraft
elastic
F
elastic
"
#
$
$
%
&
'
'
!x
aircraft
!x
elastic
"
#
$
$
%
&
'
'
+
G
aircraft
G
elastic
"
#
$
$
%
&
'
'
!u
aircraft
Coupled model of rigid-body
and elastic dynamics
Effect of Increasing Coupling of Single
Aeroelastic Mode with Short Period Roots
Fuselage Bending
Wing Torsion
Wing Bending
Fuselage Bending
and Wing Torsion
Flight Dynamics, 5.6
Elastic Mode
Short Period
Mode
Effects of Fuselage Aeroelasticity on
Lateral-Directional Response to
Rudder Step Input
Flight Dynamics, 6.6
Aeroelastic Oscillations
Aeroelastic Problems of the
Lockheed Electra
Prop-whirl utter, 2 fatal accidents (1959-60)
Structural modications made; aircraft remained in service until 1992
Predecessor of US Navy Orion P-3, still in service
http://www.youtube.com/watch?v=d0fFNWANK5M
Two-Dimensional Model of
Aeroelastic Airplane
Longitudinal Structural
Modes of Boeing
2707-300 Supersonic
Transport Concept
Boeing 2707-300
Normalized
Deection
Centerline station
B-1 Canards for Ride Control
Elastic modes cause severe, high-g cockpit vibration during low-
altitude, high-speed ight
Active canard surfaces reduce amplitude of the oscillations
Ultra-Light Aircraft
Extreme aeroelasticity
AeroVironment Pathnder, Centurion, PathnderPlus (solar-electric)
Helios in turbulence
The Last Flight of Helios
June 6, 2003
2,320 lb., 247-ft wingspan, 72 control surfaces, differential thrust
Change in weight distribution
40-ft tip deection
Divergent pitch oscillations, doubling every 8 seconds
Airspeed > 2.5 x limit
Next Time:
High Speed and Altitude

Reading
Aircraft Stability and Control,
7, 11, 16, 20
Virtual Textbook, Part 22
Supplemental
Material
Control Effectiveness at
High Angle of Attack and
Deection Angle
Elevator Effect Aileron Effect
Assumption of Newtonian ow
One-Dimensional Model of
Aeroelasticity
Fuel Shift and Slosh
Fuel Shift
Problem with partially lled fuel tank
Single wing tank from tip to tip (A4D)
Slow, quasi-static shift of fuel c. m.
Rudder step throws fuel to one side,
producing a strong rolling moment
Abzug & Larrabee
Fuel Shift
http://www.ntsb.gov/investigations/fulltext/aab0401.html
Pitch Angle
Normal
Acceleration
Elevator Angle
IAS
Altitude
! NTSB/AAB-04/01
! Loss of Control and Impact with Terrain,
! Canadair Challenger CL-604 Flight Test
Airplane, C-FTBZ,
! Wichita, Kansas, October 10, 2000
! Probable Cause
! Aft c.m. test
! Pilots excessive takeoff rotation
! Rearward shift of c.m. due to fuel
migration
! Pitchup and subsequent stall
! Inadequate test planning
Flight Data Recording
Angle of
Attack
Fuel Slosh
Fuselage tank forward of the aircraft's
center of mass (A4D)
Yawing motion excites oscillatory slosh that
couples with Dutch roll mode
Dynamic oscillation of fuel center of mass,
wave motion at the fuel's surface
Pendulum and spherical-tank analogies
Problem is greatest when tank is half-full
Fore-aft slosh in wing-tip tanks
coupled with the short period
mode (P-80)
Abzug & Larrabee
Fuel Slosh
Solution: Fuel-tank bafes
Slow down fuel motion
Force resonances to higher frequencies due to smaller cavities
Wing internal bracing may act as bafe
Coupling of non-rigid dynamic modes with rigid-body modes
Resonant response
Dynamically coupled modes of motion with similar frequencies
With light damping, oscillatory amplitudes may become large
Coupling between longitudinal and lateral-directional effects
Nonlinear aerodynamics
Exacerbated by oating control surfaces, high hinge moments, and
high aerodynamic angles
Problems of Fuel
Slosh and
Aeroelasticity

!! x
aircraft
!! x
elastic
!! x
slosh
"
#
$
$
$
$
%
&
'
'
'
'
=
F
aircraft
F
elastic
aircraft
F
slosh
aircraft
F
aircraft
elastic
F
elastic
F
slosh
elastic
F
aircraft
slosh
F
elastic
slosh
F
slosh
"
#
$
$
$
$
%
&
'
'
'
'
!x
aircraft
!x
elastic
!x
slosh
"
#
$
$
$
$
%
&
'
'
'
'
+ G!u