Flight Dynamics : The
solutions of the Equations of
1
Motion
Michael V. COOK , Flight Dynamics Principles, Second Edition, A linear systems approach to aircraft stability ad control, 2007
2 Methods of Solution
• Reason for solving the equations of motion: Get a mathematical, hence graphical, description of the time
histories of all motion variables as a response to control input, an atmospheric disturbance, and to enable
an assessment of stability to be made.
• Longitudinal and lateral decoupled equations of motion are represented independently by three LDEs,
which are solved using classical mathematical analysis methods, which provide excellent insight into the
nature of aircraft stability and response.
• Operational methods such as Laplace transform methods have been used to obtain the solution
algebraically in a straightforward manner.
• The transfer function serves as a descriptive tool of the linear dynamic system’s main characteristics, the
control systems engineer, with relative ease, analysis of the transfer function of a system and enables a
complete picture of its dynamic behavior to be studied.
• The Laplace transform of the linearized small perturbation equations of motion is readily obtained and by
the subsequent application of the appropriate mathematical tools the response transfer functions may be
derived. Michael V. COOK , Flight Dynamics Principles, Second Edition, A linear systems approach to aircraft stability ad control, 2007
3 Cramer’s Rule
• Cramer’s rule describes a mathematical process for solving sets of simultaneous linear algebraic equations
and may usefully be used to solve the equations of motion algebraically
• Matrix form of linear algebraic equations, where x and y are column vectors and A is a matrix of constant
coefficients;
• The Cramer’s rule is given as the following;
• Where the solution for xi is given as,
Michael V. COOK , Flight Dynamics Principles, Second Edition, A linear systems approach to aircraft stability ad control, 2007
4
Aircraft response transfer functions
• Aicraft response transfer functions are used to describe the dynamic relationships between the input and output variables, as
shown below;
• The mathematical model of the aircraft comprises the decoupled small perturbation equations of motion, transfer functions
relating longitudinal input variables to lateral output variables do not exist and vice versa, which may not be the case when
the aircraft is described by a fully coupled set of small perturbation equations of motion.
• Note that proper transfer functions have a numerator polynomial which is at least one order less than the denominator
polynomial although, occasionally, improper transfer functions crop up in aircraft applications, for example;
Where;
𝜃(𝑠)
Michael V. COOK , Flight Dynamics Principles, Second Edition, A linear
Pitchsystems approach to aircraft stability ad control, 2007
attitude
𝜃
𝑁𝜂 Unique numerator polynomial
∆(𝑠) Denominator polynomial, called the characterestic polynomials.
5 The longitudinal response transfer functions
• The Laplace transforms of the differential quantities 𝑥ሶ 𝑡 and 𝑥(𝑡),
ሷ are given as the following;
• Such that x(0) and 𝑥ሶ 0 are the initial values of x(t) and 𝑥ሶ 𝑡 respectively at t=0. Under the assumptions of
zero initial conditions and small perturbation motion we can write the following;
•
• Therefore,
Michael V. COOK , Flight Dynamics Principles, Second Edition, A linear systems approach to aircraft stability ad control, 2007
6 The longitudinal response transfer functions
• In matrix format, the previous equation is written as the following;
• Cramer’s rule is used to obtain the longitudinal response transfer function describing response to elevator,
with the throttle fixed at trim conditions,
Michael V. COOK , Flight Dynamics Principles, Second Edition, A linear systems approach to aircraft stability ad control, 2007
7 The longitudinal response transfer functions
• Cramer’s rule may be applied directly and the elevator response transfer functions are given by,
Michael V. COOK , Flight Dynamics Principles, Second Edition, A linear systems approach to aircraft stability ad control, 2007
8 The lateral-directional response transfer functions
• The Laplace transform, with zero initial conditions of the lateral-directional equations of motion is written as the
following,
• Assuming that the rudder and the aileron is at trim setting , , the roll rate response to aileron
is given by,
• Such that the numerator and the denominator are given respectively as,
Michael V. COOK , Flight Dynamics Principles, Second Edition, A linear systems approach to aircraft stability ad control, 2007
9 The lateral-directional response transfer functions
• And the denominator as,
Michael V. COOK , Flight Dynamics Principles, Second Edition, A linear systems approach to aircraft stability ad control, 2007
10 Acceleration response transfer functions
• Acceleration response transfer functions are required, such that small perturbation motion are assumed,
and are given as the following;
• The normal acceleration response to elevator referred to the cg is required (x=y=z=0) and then
the equation for normal acceleration is given as,
• For which the Laplace transform is given as,
• Acceleration response transfer functions are required, such that small perturbation motion are assume,
and are given as the following;
Michael V. COOK , Flight Dynamics Principles, Second Edition, A linear systems approach to aircraft stability ad control, 2007
11
THE END
Michael V. COOK , Flight Dynamics Principles, Second Edition, A linear systems approach to aircraft stability ad control, 2007
