Flying & Handling Qualities standards

Flying & Handling Qualities

• The title of the module is Flying & Handling Qualities.

Context

• Performance in terms of speed, range, and endurance is fundamental to the value of airplanes.
• Flying and Handling Quality standards are necessary to evaluate the airplane design.
• Aircraft should be safe, effective, and preferably easy to fly within their mission area.

Subjects in Flying & Handling Quality standards

• Flying Qualities (FQ)
• Handling Qualities (HQ)
• Pilot In the loop Oscillation (PIO)

Flying Qualities Definition

• Flying qualities encompass stability and control characteristics that significantly impact flight safety.
• Flying qualities effect the pilot's perception of how easy it is to fly the airplane in both steady flight and maneuvers.

Handling Qualities Definition

• Handling qualities define the attributes of an airplane that allow a pilot to perform necessary tasks with ease and precision.
• These tasks are determined by the aircraft's intended role.

Pilot In the Loop Oscillation Definition

• Pilot in the loop oscillation is an unintended, continuous, or unmanageable oscillation.
• It arises due to the pilot's efforts to control the aircraft

Qualities

• Flying qualities are task-related, while handling qualities are response-related.

Aircraft Stability

• Aircraft stability is the ability of an airplane to maintain or revert to its original flight path after a disruption.

Stability

• Stability is divided into static and dynamic stability.

Static Stability

• Static stability relates to an aircraft's initial response to a disturbance.

Positive Static Stability

• Positive static stability means the aircraft tends to revert back to its original attitude after a disturbance.

Negative Static Stability

• Negative static stability means the aircraft tends to deviate further from its original attitude after a disturbance.

Neutral Static Stability

• Neutral static stability means the aircraft tends to maintain its new attitude after a disturbance.

Aircraft Design and Stability

• Aircraft should be designed with positive static stability to design a safe aircraft.
• An aircraft's static stability is entirely dependent on the aircraft design

Longitudinal Static Stability

• Longitudinal Static Stability refers to the initial response of an aircraft after it is subject to a disturbance in Pitch.
• Stability is determined by the wing airfoil.

Center of Gravity vs Center of Pressure

• The horizontal stabiliser prevents aircraft nose diving
• This gives a positive longitudinal stability to keep level flight.

Lateral Static Stability

• Lateral Static Stability relates to an aircraft's movement in roll following a disturbance.
• Stability is provided by the vertical stabilizer and the wing structure.

Dynamic Stability

• Dynamic stability refers to an aircraft's reaction over a certain time period.

Positive Dynamic Stability

• Positive Dynamic Stability describes the aircraft returns to it's original flight path and has oscillations that diminish quickly
• For positive dynamic stability the C.P. should be behind the C.G., with a swept back wing design

Negative Dynamic Stability

• Negative Dynamic Stability describes the aircraft deviates even further from it's original flight path and has oscillations with increasing magnitude

Neutral Dynamic Stability

• Neutral Dynamic Stability describes the aircraft maintains the same oscillation after a disturbance.

Longitudinal Dynamic Stability

• Longitudinal Dynamic Stability is related to disturbances in pitch.
• It involves oscillations that are quickly damped

Types of Oscillations for Longitudinal Dynamic Stability

• Phugoid mode oscillation of flight airspeed and altitude are long & slow
• Short period oscillation of angle of attack and vertical velocity are short & fast

Lateral and Directional Dynamic Stability

• Lateral and Directional Dynamic Stability include Roll & Yaw that are interconnected

Rolling left

• For roll and yaw the lift vector moves sideways

Spiral Instability

• Spiral Instability is indicated by a bank angle where a plane's angle of Inclination increases.

Dutch Roll

• Dutch Roll is a combination of both roll and yaw where the aircraft tries to come back to it's original altitude.

Improving Dynamic Stability

• Positive Dynamic Stability is improved when the aircraft has Positive Static Stability.
• Also by sweeping the Wing Design back and including a tail section.
• Instigating positive inputs can elevate aircraft performance

Dynamics Stability & Flight

• Engineers and pilots concern any variation due to pilot command or weather
• This is due to Flight Airspeed and Altitude variations

Kinds of Dynamic Stability

• Longitudinal Dynamic Stability
• Lateral-Directional Dynamic Stability

Longitudinal Dynamic Stability

• Longitudinal Dynamic Stability can be expressed through Two types of oscillations
  • Phugoid mode oscillation of flight airspeed and altitude -long & slow
  • Short period oscillation of angle of attack and vertical velocity -short & fast

Lateral-Directional Dynamic Stability

• Lateral-Directional Dynamic Stability can be expressed through Three types of reaction
  • Spiral mode
  • Rolling mode
  • Dutch Roll oscillation

Aircraft Stability Concretization

• Hardware concretization of aircraft Stability and Control is presented on board through two special devices:
  • AFCS (Automatic Flight Control System)
  • AP (Autopilot)

Aircraft Control Scheme

• The pilot controls the aircraft through a stick or yoke.
• This input goes to the AFCS.
• The AFCS interfaces with engines and atmospheric sensors
• The AFCS takes control surface data and delivers to actuators
• All information is available at cockpit, controlled via sensors

Study Approach of Aircraft Dynamic Stability

• To realize this:
  • There is an Aircraft Reaction through time.
  • It can be the Modelling & Simulation of aircraft system.
  • It is based on Aircraft Equations of Motion

Aircraft parameters include

Forces: F (Thrust) δε (Elevator) δα(Ailerons) 𝛿r(Rudder)

• Wind: Wx Wy wz Moments: L M N Atmospheric conditions need to have 2nd equations of motion. 2nd equation of motions need 1st cinematic equations:

Aircraft has 6 degrees of freedom

• It has 3 translational, 3 rotational degrees

Deriving the Equations of Motion:

• STEP 1: Write Newton's 2nd Law (in inertial frame) 𝑑 Σ𝐹 = 𝑑𝑡(𝑚𝑣) 𝑀=
• STEP 2: -Re-formulate the Newton's nd law in Body frame" 𝑑𝑀 F=m—|+m(wXY) 𝑑𝑡 𝐻 M = +w+H — 𝑑𝑡
• STEP 3: -Identify and expand the external forces and moments

Assumptions so far:

    Earth is fixed in space (ie, an inertial reference)
    Airplane is a rigid body
    Airplane mass and moments of inertia (ie. including mass distribution) are constant over the time of interest
    X-Z plane is a plane-of-symmetry

Now let's reduce the 6-DoF equations into: ) 3-DoF Longitudinal EoM ) 3-DoF Lateral-Directional EoM DoF Longitudinal EoM- These equations are "non-linear" because they contain products of the motion variables—QW , RV .PR and PV

    3DoF Lateral-Directional EoM

• Lateral-Directional motion consists of a coupled roll and yaw rotation and a y-axis translation.

    These equations are "non-linear" because they contain
    products of the motion variablesQR.PQ.RU and PW ....
              Linearization using
  
          Small Disturbance Theory
  

Let's linearize the equation of motion using small disturbance theory -4 Step process to Linearization

     Step 1
         Rewrite the EoM in terms of the steady state and perturbation variable.
     Step 2
          Apply the small angle assumption to the trig functions of perturbation angles.
          accounted in Radians

                 Step 3
           Assume Products of small perturbations are negligible
                 Step 4

       Small Perturbation Assumption
                     𝐏 = 𝐏𝟎 + ∆𝐩
    Subscript “ 0 “ for the steady state value and, small letter for  
    the perturbation value
                   𝑿 = 𝑿𝟎 + ∆𝑿         𝒀 = 𝒀𝟎 + ∆𝒀                     𝒁 = 𝒁𝟎 + ∆𝒁
                    𝑳 = 𝑳𝟎 + ∆𝑳         𝑴 = 𝑴𝟎 + ∆𝑴                    𝑵 = 𝑵𝟎 + ∆𝑵
                    𝜽 = 𝜽𝟎 + ∆𝜽            𝜹 = 𝜹𝟎 + ∆𝜹

For convenience, the reference flight condition is assumed to be symmetric flight, and the propulsive forces are assumed to remain constant. This implies that 𝑽𝟎 = 𝑷𝟎 = 𝑸𝟎 = 𝑹𝟎 = 𝝋𝟎 = 𝝍𝟎 = 𝟎 Furthermore, if we initially align the x axis so that it is along the direction of the airplane's velocity vector, then 𝑾𝟎 =0

    1- Linearized equation of X direction :
            𝑚𝑈ሶ = 𝑋 − 𝑚𝑔 sin 𝜃 + 𝑚 𝑅𝑉 − 𝑄𝑊            ∶ 𝐀𝐱𝐢𝐚𝐥 𝐭𝐫𝐚𝐧𝐬𝐥𝐚𝐭𝐢𝐨𝐧

• By dividing by the airplane’s mass m, we can write:

           𝑋𝑢 ∆u + 𝑋𝑤 ∆w − g ∆q cos θ0 = Χδεδε + Χδτδτ
    Linearized Longitudinal equations system resulting from the
  application of Small perturbation theory
  
   Aircraft & control matrix of Longitudinal equations
  

• d(delta)/dt + 0 du + 0 dyw = 0 ddee1 + 0 ddelta1

• (2/3 + I u) = A(z + Vq + 0 140 - 1 delta + B delta Plus, as = Ag by definition, so we can write d dt

• 0 du + 0 dw1 delta = delta + 0 dot

Longitudinal System In Long = A Long x Long + B Long 1 ong With I -In Long x = Long A Long+ By y Long -+A Long X Long We' Long

Xo Long = A Long X Longt Br tong t Long Lateral Static Stab" ity Disturbance "n ROLL 03:29 2512025 Directional Static Stability Tendancy to Yaw back ORIGINAL Attitude

What is Static Stability?

Positive Static Stability After previous explanation, we can condue that aircraft should hows a

what "s Static Stability?

Response of an Acratt "" what *s DYNAMIC STABILITY?

OVER CERTAIN TIME PERIOD

What is the impact of variation"

1* Ftight Amspeed ana Altitude var"ah"

2* Angle at Attack and verical Varo"

3' Lateral Velocitv vanah"

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• The Coordinate System
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• 3 rotations Φ Roll angle about x ( P Roll rate (by ailerons)) Θ Pitch angle about y (Q Pitch rate (by elevator)) Ψ Yaw angle about z ( R Yaw rate (by rudder)) Longitudinal Static Stability Stability Of Aircraft After Disturbance In PrrGH what "s Static Stabihty? Lateral Static Stability Lateral/Directional DYNAMIC STABILITY Longitudinal Dynamic Stabihty — Disturbance in PITCH Oscillations are quickly Damped LONGITUDINAL DYNAMIC STABILITY
• Dmurbance in PITOH
• Oscillattons ore NOT quictaty Domped LATERAL/DIRECTIONAL DYNAMIC STABILITY
• Disturbance 'n PITCH

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Veritcal motion ( W vericaì velocitvh THE OOBROlNATE SYSTEM

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