Modeling of Motion and Flying Charactrstics of An Airplane

6 DOF Simulation Page |1
AMITY UNIVERSITY
MATLAB SIMUATION OF 6 DEGREE OF FREEDOM OF AIRCRAFT
Submitted by:Aabid Nabi Khandey, 1 Manish Tripathi, 16 Mushfiq Sarfaraz Yasin, 17 Sadhana Singh 22
Published by : Manish Tripathi
Submitted to:Dr Sanjay Singh
Table of Contents
LIST OF FIGURES :- ................................................................................................................................... 3 Introduction ............................................................................................................................................ 4 MODELING OF MOTION AND FLYING CHARACTRSTICS OF AN AIRPLANE .......................................... 4 STATIC VS DYNAMIC STABILITY ........................................................................................................... 4 Dynamically Stable Motions............................................................................................................ 4 Dynamically Unstable Motion ......................................................................................................... 5 Dynamically Neutral Motion ........................................................................................................... 5 The Differential 6 Degrees of Freedom Equations of motion used i our model................................. 6 are :- .................................................................................................................................................... 6 THE AERODYNAMIC MODEL TO FIND FORCE COEFFICIENTS : ............................................................ 6 RungeKutta methods ........................................................................................................................ 7 Common fourth-order RungeKutta method ................................................................................. 7 Longitudinal Modes of Motion ........................................................................................................... 9 Lateral Directional Motion Modes :-................................................................................................. 10 Dutch roll....................................................................................................................................... 10 Spiral roll :- .................................................................................................................................... 10 Roll subsidence mode ................................................................................................................... 11 IMPORTANCE OF STABILITY DERIVATIVES ............................................................................................ 12 Results and Discussions : ...................................................................................................................... 16 Case 1 : 6 DOF motion modelling...................................................................................................... 16 Case 2 : Longitudinal motion modelling ........................................................................................... 21 Case 3 : Lateral-Directional motion modelling................................................................................. 22 Observations ......................................................................................................................................... 24 Variation of Longitudinal derivatives ................................................................................................ 24 Variation in Lateral Derivatives ......................................................................................................... 32 Variation in Directional derivatives: ................................................................................................. 47 APPENDIX I ............................................................................................................................................ 53 MATLAB CODE TO PERFORM OUR 6 DOF PROBLEM COMPUTATIONALLY .......................................... 53 AB(1)=AB(i)/2; ................................................................................................................................... 55
LIST OF FIGURES :Figure 1 :- Dynamically sable response .............................................................. 5 Figure 2 Dynamically unstable (oscillating) Response ....................................... 5 Figure 3 Dynamically neutral motion(undamped) response .............................. 5 Figure 4: long period mode at constant alpha ................................................... 9 Figure 5: Spiral roll mode ................................................................................. 11
Introduction
MODELING OF MOTION AND FLYING CHARACTRSTICS OF AN AIRPLANE A 6 DOF flight model provides for a fairly accurate modelling of the motion and flying characteristics of an airplane. It is generally used when the airplane is to be modelled as a rigid body , considers both the translational motions and rotational motions as being cantered around the C.G. of the plane. Since there are three axes to be considered involving six variables thus it is called the 6 degree of freedom model, Our problem involves three cases as shown :-Case 1 : Modelling of the 6 DOF model a) Elevator input 3-2-1-1 with no aileron and rudder input b) Aileron input 3-2-1-1 with no elevator and rudder c) Rudder input 3-2-1-1 with no elevator and aileron d) Rudder , Aileron input 3-2-1-1 with no elevator. Case 2 : Modelling of Longitudinal Motion (3 DOF) Assuming no variation in the lateral directional variables Elevator input 3-2-1-1 with no aileron and rudder defection. Case 3 : Modelling of Lateral-Directional Motion (3 DOF) Assuming no variation in longitudnal variables a) Aileron input 3-2-1-1 with no rudder and elevator b) Rudder input 3-2-1-1 with no elevator and aileron After coding the model obtain the graphs for alpha ,beta with respect to time for differen vases and observe the effects of changing derivativs of a plane . Through this we can also study the dynamics of the plane.
Dynamics is concerned with the time history of the motion of physical systems. An aircraft is such a system, and its dynamic stability behavior can be predicted through mathematical analysis of the aircraft's equations of motion and verified through flight test. STATIC VS DYNAMIC STABILITY The static stability of a physical system is concerned with the initial reaction of the system when displaced from an equilibrium condition. The system could exhibit either: Positive static stability - initial tendency to return Static instability - initial tendency to diverge Neutral static stability - remain in displaced position A physical system's dynamic stability analysis is concerned with the resulting time history motion of the system when displaced from an equilibrium condition.
Dynamically Stable Motions
A particular mode of an aircraft's motion is defined to be "dynamically stable" if the parameters of interest tend toward finite values as time increases without limit.
Figure 1 :- Dynamically sable response
Dynamically Unstable Motion

A mode of motion is defined to be "dynamically unstable" if the parameters of interest increase without limit as time increases without limit.
Figure 2 Dynamically unstable (oscillating) Response
Dynamically Neutral Motion A mode of motion is said to have "neutral dynamic

stability" if the parameters of interest exhibit an undamped sinusoidal oscillation as time increases without limit.
The Differential 6 Degrees of Freedom Equations of motion used i our model are :-
= -qw-rv-gsin+dynpSCx/m +T/m = -ru+pw+gcossin + dynpSCy/m Force equations =-pv+qu+gcoscos+ dynpSCz/m = p+qsintan +rcostan = qcos-rsin Kinematic equation = qsinsec+rcossec = 1/IxIz-I2xz(dynpSs(IzCl+IxzCn)-qr(Ixz2 +Iz2-IyIz)) = (dynpScCm-(p2-r2)Ixz+pr(Iz-Ix))/Iy = (1/(IxIz-Ixz2))(dynpSs(IxCn+IxzCl)+pq(Ixz2 + Iz2-IyIx)-qrIxz(Ix-Iy+Iz)) = usin-vcossin-wcoscos
Moment equn
THE AERODYNAMIC MODEL TO FIND FORCE COEFFICIENTS :
Cl=Cl0+Cl +Clq(qc/2V)+Clee Cd=Cd0 +Cl2/eAR Cx=Clsin Cdcos Cz= -Clcos Cdsin Cm=Cm0+Cm+Cmq(qc/2V)+Cmee Cy=Cy0+Cyp(ps/v)+Cyr(rs/V)+Cy+Cyaa+Cyrr Cn=Cn0+Cnp(ps/v)+Cnr(rs/V)+Cn+Cnaa+Cnrr CL=CL0+CLp(ps/v)+CLr(rs/V)+CL+CLaa+CLrr Total Velocity = (u2+v2+w2)0.5 =sin-1(v/V) =tan-1(w/u) S=reference area , s=semi span, c= mean aerodynamic chord, g=local gravity T=thrust , m=mass of plane, I= Inertia about the underscripted axis dynp = 0.5V2 h = height
These equations are used in the MATLAB (give in APPENDIX 1) to perform the simulation using RK4 methodology to solve differential equations. When we solve the equations we get two matrices for longitudinal and lateral variables. The longitudinal variables matrix get solved to get the roots for its different modes whereas the lateral variables matrix can be solved to find the roots corresponding to different modes of lateral motion.
RungeKutta methods In numerical analysis, the RungeKutta methods are an important family of implicit and explicit iterative methods for the approximation of solutions of ordinary differential equations.
.
Common fourth-order RungeKutta method
One member of the family of RungeKutta methods is so commonly used that it is often referred to as "RK4", "classical RungeKutta method" or simply as "the RungeKutta method". Let an initial value problem be specified as follows.
In words, what this means is that the rate at which y changes is a function of y itself and of t (time). At the start, time is and y is . In the equation, y may be a scalar or a vector. The RK4 method for this problem is given by the following equations:
where
is the RK4 approximation of
, and
Thus, the next value ( ) is determined by the present value ( ) plus the weighted average of four increments, where each increment is the product of the size of the interval, h, and an estimated slope specified by function f on the right-hand side of the differential equation.
is the increment based on the slope at the beginning of the interval, using (Euler's method) ; is the increment based on the slope at the midpoint of the interval, using ; ; is again the increment based on the slope at the midpoint, but now using is the increment based on the slope at the end of the interval, using
In averaging the four increments, greater weight is given to the increments at the midpoint.
The RK4 method is a fourth-order method, meaning that the error per step is of the order of , while the total accumulated error has order .
Longitudinal Modes of Motion Experience has shown that aircraft exhibit two different types of longitudinal oscillations:
1) One of short period with relatively heavy damping that is called the "short period"mode
(sp).The short period is characterized primarily by variations in angle of attack and pitch angle with very little change in forward speed. Relative to the phugoid, the short period has a high frequency and heavy damping.
Table 1 :Motion occurs at constant speed 2) Another of long period with very light damping that is called the phugoid mode The phugoid is characterized mainly by variations in u and with nearly constant. This long period oscillation can be thought of as a constant total energy problem with exchanges between potential and kinetic energy. The aircraft nose drops and airspeed increases as the aircraft descends below its initial altitude. Then the nose rotates up, causing the aircraft to climb above its initial altitude with airspeed decreasing until the nose lazily drops below the horizon at the top of the maneuver. Because of light damping, many cycles are required for this motion to damp out. However, its long period combined with low damping results in an oscillation that is easily controlled by the pilot, even for a slightly divergent motion.
Figure 4: long period mode at constant alpha
Phugoid
Short Period
- Small n - Large time constant - Small damping ratio - Large n - Small time constant - High damping ratio
STANDARD SOLUTION These are the longitdnal modes of motion of aircraft.
6 D O F S i m u l a t i o n P a g e | 10
Lateral Directional Motion Modes :There are three typical asymmetric modes of motion exhibited by aircraft.These modes are the roll, spiral, and Dutch roll.
Dutch roll is a type of aircraft motion, consisting of an out-of-phase combination of "tailwagging" and rocking from side to side. This yaw-roll coupling is one of the basic flight dynamic modes .This motion is normally well damped in most light aircraft, though some aircraft with well-damped Dutch roll modes can experience a degradation in damping, as airspeed decreases and altitude increases. Dutch roll results from relatively weaker positive directional stability as opposed to positive lateral stability. When an aircraft rolls around the longitudinal axis, a sideslip is introduced into the relative wind in the direction of the rolling motion. Strong lateral stability begins to restore the aircraft to level flight. At the same time, somewhat weaker directional stability attempts to correct the sideslip by aligning the aircraft with the perceived relative wind. Since directional stability is weaker than lateral stability for the particular aircraft, the restoring yaw motion lags significantly behind the restoring roll motion. As such, the aircraft passes through level flight as the yawing motion is continuing in the direction of the original roll. At that point, the sideslip is introduced in the opposite direction and the process is reversed. The Dutch roll mode is a coupled yawing and rolling motion lightly damped, moderately low frequency oscillation.
Spiral roll :If a spirally unstable aircraft, through the action of a gust or other disturbance, gets a small initial roll angle to the right, for example, a gentle sideslip to the right is produced. The sideslip causes a yawing moment to the right. If the dihedral stability is low, and yaw damping is small, the directional stability keeps turning the aircraft while the continuing bank angle maintains the sideslip and the yaw angle. This spiral gets continuously steeper and tighter until finally, if the motion is not checked, a steep, high-speed spiral dive results. The motion develops so gradually, however that it is usually corrected unconsciously by the pilot, who may not be aware that spiral instability exists. If the pilot cannot see the horizon, for instance because of clouds, he might not notice that he is slowly going into the spiral dive, which can lead into the graveyard spiral.
To be spirally stable, an aircraft must have some combination of a sufficiently large dihedral, which increases roll stability, and a sufficiently long vertical tail arm, which increases yaw damping. Increasing the vertical tail area then magnifies the degree of stability or instability. It is characterized by large directional stability and insufficient lateral stability and positive real part of roots that is divergence and low damping. Thus leading to spiral divergence and thus tighter spiral as shown. It can also happen that the aircraft possesses low directional stability and high lateral stability. Thus leading to directional divergence. In this case the bank angle remains constant and the sideslip angle goes on increasing.
Figure 5: Spiral roll mode
Roll subsidence mode

Roll subsidence mode is simply the damping of rolling motion. There is no direct aerodynamic moment created tending to directly restore wings-level, i.e. there is no returning "spring force/moment" proportional to roll angle. However, there is a damping moment (proportional to roll rate) created by the slewing-about of long wings. This prevents large roll rates from building up when roll-control inputs are made or it damps the roll rate (not the angle) to zero when there are no roll-control inputs. Roll mode can be improved by adding dihedral effects to the aircraft design, such as high wings, dihedral angles or sweep angles. These are the various lateral motion modes.
IMPORTANCE OF STABILITY DERIVATIVES
Some of the stability derivatives are particularly pertinent in the study of the dynamic modes of aircraft motion, and the more important ones appearing in the functional equations which characterize the dynamic modes of motion should be understood . are discussed in the following paragraphs.
1)
:- The stability derivative Cnbeta is the change in yawing moment coefficient with
variation in sideslip angle. It is usually referred to as the static directional derivative or the "weathercock" derivative. When the airframe sideslips, the relative wind strikes the airframe obliquely, creating a yawing moment, N, about the center of gravity. The major portion of Cn comes from the vertical tail, which stabilizes the body of the airframe just as the tail feathers of an arrow stabilize the arrow shaft. The Cnbeta contribution due to the vertical tail is positive, signifying static directional stability, whereas the Cn due to body is negative, signifying static directional instability. There is also a contribution to Cn from the wing, the value of which is usually positive but very small compared to the body and vertical tail contributions. The derivative Cnbeta is very important in determining the dynamic lateral stability and control characteristics. Most of the references concerning full-scale flight tests and free-flight wind tunnel model tests agree that Cnbeta should be as high as possible for good flying qualities. A high value of Cnbeta aids the pilot in effecting coordinated turns and prevents excessive sideslip and yawing motions in extreme flight maneuvers and in rough air. Cnbeta, primarily determines the natural frequency of the Dutch roll oscillatory mode of the airframe, and it is also a factor in determining the spiral stability characteristics.
2)
Cnr is the change in yawing moment coefficient with change in yawing velocity. It is known as the yaw damping derivative. When the airframe is yawing at an angular velocity, r, a yawing moment is produced which opposes the rotation. Cnr is made up of contributions from the wing, the fuselage, and the vertical tail, all of which are negative in sign.The contribution from the vertical tail is by far the largest, usually amounting to about 80% or 90% of the total Cnr of the airframe. The derivative Cnr is very important in lateral dynamics because it is the main contributor r to the damping of the Dutch roll oscillatory mode. It also is important to the spiral mode. For each mode, large negative values of Cnr are desired.
3)
This stability derivative is the change in pitching moment coefficient with varying angle of attack and is commonly referred to as the longitudinal static stability derivative. When the angle of attack of the airframe increases from the equilibrium condition, the increased lift on the horizontal tail causes a negative pitching moment about the center of gravity of the airframe. Simultaneously, the increased lift of the wing causes a positive or negative pitching moment, depending on the fore and aft location of the lift vector with respect to the center of gravity. These contributions together with the pitching moment contribution of the fuselage are combined to establish the derivative Cm The magnitude and sign of the total CM for a particular airframe configuration are thus a function of the center of gravity position, and this fact is very important in longitudinal stability and control. If the center of gravity is ahead of the neutral point, the value of Cm is negative, and the airframe is said to possess static longitudinal stability. Conversely, if the center of gravity is aft of the neutral point the value of CH is positive, and the airframe is then statically unstable. CM is perhaps the most important derivative as far as longitudinal stability and control are concerned. It primarily establishes the natural frequency of the short period mode and is a major factor in determining the response of the airframe to elevator motions and to gusts. In general, a large negative value of Cm,, (i.e., large static stability) is desirable for good flying qualities. However, if it is too large, the required elevator effectiveness for satisfactory control may become unreasonably high. A compromise is thus necessary in selecting a design range for Cm . Design values of static stability are usually expressed not in terms of Cm but rather in terms of the derivative CmcL, where the relation is Cm = CmcL. It should be pointed out that CM in the above expression is actually a partial derivative for which the forward speed remains constant.
4)
The stability derivative Cmq is the change in pitching moment coefficient with varying pitch velocity and is commonly referred to as the pitch damping derivative. As the airframe pitches about its center of gravity, the angle of attack of the horizontal tail changes and lift develops on the horizontal tail, producing a negative- pitching moment on the airframe and hence a contribution to the derivative Cmq . There is also a contribution to Cmq because of various "dead weight" aeroelastic effects. Since the airframe is moving in a curved flight path due to its pitching, a centrifugal force is developed on all the components of the airframe. The force can cause the wing to twist as a result of the dead weight moment of overhanging nacelles and can cause the horizontal tail angle of attack to change as a result of fuselage bending due to the weight of the tail section. In low speed flight, Cmq comes mostly from the effect of the curved flight path on the horizontal tail, and its sign is negative. In high speed flight the sign of Cmq can be positive or negative, depending on the nature of the aeroelastic effects. The derivative Cmq is very important in longitudinal dynamics because it contributes a major portion of the damping of the short period mode for conventional aircraft. As pointed out, this damping effect comes mostly from the horizontal tail. For tailless aircraft, the magnitude of Cmq is consequently small; this is the main reason for the usually poor damping of this type of configuration. Cmq is also involved to a certain extent in phugoid damping. In almost all cases, high negative values of Cmq are desired.
5)
This stability derivative is the change in rolling moment coefficient with variation in sideslip angle and is usually referred to as the "effective dihedral derivative." When the airframe sideslips, a rolling moment is developed because of the dihedral effect of the wing and because of the usual high position of the vertical tail relative to the equilibrium x-axis. No general statements can be made concerning the relative magnitude of the contributions to Cl from the vertical tail and from the wing since these contributions vary considerably from airframe to airframe and for different angles of attack of the same airframe. Cl is nearly always negative in sign, signifying a negative rolling moment for a positive sideslip. Cl is very important in lateral stability and control, and is therefore usually considered in the preliminary design of an airframe. It is involved in damping both the Dutch roll mode and the spiral mode. It is also involved in the maneuvering characteristics of an airframe, especially with regard to lateral control with the rudder alone near stall.
6)
The stability derivative Clp is the change in rolling moment coefficient with change in rolling velocity and is usually known as the roll damping derivative. When the airframe rolls at an angular velocity p, a rolling moment is produced as a result of this velocity; this moment opposes the rotation. Clp is composed of contributions, negative in sign, from the wing and the horizontal and vertical tails. However, unless the size of the tail is unusually large in comparison with the size of the wing, the major portion of the total q comes from the wing.The derivative is quite important in lateral dynamics because essentially Clp alone determines the damping in roll characteristics of the aircraft. Normally, it appears that small negative values of q are more desirable than large ones because the airframe will respond better to a given aileron input and will suffer fewer flight perturbations due to gust inputs.
SIMULATION
CONTROL INPUTS :CASE 1 :- 6 DOF MODELLING CASE 1a : time 0-3 secs : elevator=6, aileron=0, rudder=0 time 3-5 secs : elevator=-6, aileron=0, rudder=0 time 5-6 secs : elevator=6, aileron=0, rudder=0 time 6-7 secs : elevator=-6, aileron=0, rudder=0 CASE 1b : time 0-3 secs : elevator=0, aileron=6, rudder=0 time 3-5 secs : elevator=0, aileron=-6, rudder=0 time 5-6 secs : elevator=0, aileron=6, rudder=0 time 6-7 secs : elevator=0, aileron=-6, rudder= 0 CASE 1c : time 0-3 secs : elevator=0, aileron=0, rudder= 6 time 3-5 secs : elevator=0, aileron=0, rudder= -6 time 5-6 secs : elevator=0, aileron=0, rudder= 6 time 6-7 secs : elevator=0, aileron=0, rudder= -6 CASE 1d : : time 0-3 secs : elevator=0, aileron=6, rudder= 6 time 3-5 secs : elevator=0, aileron=-6, rudder= -6 time 5-6 secs : elevator=0, aileron=6, rudder= 6 time 6-7 secs : elevator=0, aileron=-6, rudder= -6 CASE 2 :- LONGITUDNAL MOTION MODELLING Inputs same as case 1a CASE 3 :- LATERAL-DIRECTIONAL MOTION MODELLING CASE 3a : Inputs same as case 1b CASE 3b : Inputs same as case 1c
Results and Discussions :

Case 1 : 6 DOF motion modelling
FOR LONGITUDNAL MOTION 6 DOF SELECT ELEVATOR AND THE OUTPUT COMES AS :
WHEN WE SELECT AILERON AS INPUT THE OUTPUT IS :
FOR RUDDER WE HAVE :
FOR RUDDER AILERON DEFLECTION :-
Case 2 : Longitudinal motion modelling
In the above plots we can say that the lateral state variables do not change with time in Longitudnal motion model. Case 3 : Lateral-Directional motion modelling
We select the aileron and the graphs are :--
Thus no change in height When selected rudder the output is same as before for the 6 dof modelling for rudder deflection except that v,w,ht remains constant during the period.
Observations by changing the values of stability derivatives:Variation of Longitudinal derivatives Elevator deflection
Cmalpha =-0.02; For very small negative values of Cmalpha,we get a very unstable response.
Cmalpha = -2;
For higher negative values of Cmalpha, we get stable response.The stability increases with increasing values of Cmalpha.
Cmalpha = 2;
For positive values of Cmalpha we have a very unstable response of the aircraft.
Clalpha = 12;
For very high positive values of Clalpha, we have the following graphs:
Clalpha= -2;
For negative value it is unstable that is lift decreases and the plane falls . Thus unstable.
Cmq = -10;
With the increase in Cmq, we have reduced oscillations which results in more stable response.
Cmq=2.28 :-For positive values of Cmq we can observe that the damping has reduced and the oscillations increase . this is because the tail does not provide negative moment to stabilize the plane and the oscillations take longer to settle out .
Cmq=10: as we increase the Cmq more positive the plane becomes more and more dynamically unstable and the the plane diverges to infinity as shown in the graph. Thus the more desirable value of Cmq is negative .
Variation in Lateral Derivatives
Cyp = 3.00 (6 DOF Modelling) 1) Case 3: Aileron + Rudder

2700 height 2600 2500 2400 2300
height
2200 2100 2000 1900 1800 1700
3 time
The maximum height and the final height seems to have decreased.thus decrease in effect on the longitude variables with increase in Cyp in positive sign.it also leads to increase in damping ant thus stable condition. Similar occurs for rudder and rudder-aileron case. AILERON
Cyp = -3
Aileron deflection case

3100 height 3000 2900 2800
height
2700 2600 2500 2400 2300
3 time
The maximum and minimum height achieved during flight seems to have increased.also the oscillations increase thus leading to instability. Similarly for the rudder and rudder-aileron configuration increases. Thus leading to instability. Cyr = 3 (6 DOF Modelling.) Case : Aileron Deflection
3000 height 2900 2800 2700
height
2600 2500 2400 2300 2200
3 time
The maximum height achieved has increased and minimum height decreases. Although stability increases.
Rudder deflection case also faces same thing i.e. increase in stability but decrease in max. Height and decrease in minimum height.
Cyr = -3
Case : Aileron Deflection The damping decrease , instability increases.
0.5
alpha,beta
0 -0.5
alpha beta
3 time
500 0 -500 u v w 0 1 2 3 time 5 0 -5 p q r 0 1 2 3 time 4 5 6 7

p,q,r u,v,w
Case :. Rudder deflection

0.2
alpha,beta
0 -0.2
alpha beta
3 time
500 0 -500 u v w 0 1 2 3 time 1 0 -1 p q r 0 1 2 3 time 4 5 6 7 4 5 6 7
u,v,w p,q,r
Beta takes a little longer to stabilise. The amplitude of oscillations have also increased slightly after 3 seconds till 5 seconds. As a result, velocity along y axis (v) also oscillates slightly more. The yaw rate (r) also oscillates relatively more.
0.1
phi,theta,shi
0 -0.1 -0.2 -0.3
phi theta shi
3 time
0.2
dele,dela,delr
0.1 0 -0.1 -0.2
dele dela delr
3 time
We also find that yaw angle ( shi ) oscillates relatively more and does not damp out during the test period. Thus Cyr is desired to be +ve.
Cybeta = -3 (6 DOF Modelling) Aileron Deflection case

0.5
alpha,beta
0 -0.5
alpha beta
3 time
500 0 -500 u v w 0 1 2 3 time 5 0 -5 p q r 0 1 2 3 time 4 5 6 7 4 5 6 7
u,v,w p,q,r
4
Roll rate ( r ) is highly stabilised. Velocity along y direction ( v ) is also highly stabilised.
phi,theta,shi
phi theta shi
-2
3 time
0.2
dele,dela,delr
0.1 0 -0.1 -0.2
dele dela delr
3 time
Roll angle ( phi ) and yaw angle ( shi ) are highly damped and stable.
4500 height
4000
3500
height
3000 2500 2000
3 time
There is a significant increase in the height achieved at the end of the flight. The trajectory of flight has also changed. In the lateral directional modelling this effect on height is neglected. Cyr = 3 (6 DOF Modelling)
Case :- Aileron Deflection
alpha,beta
0 -1
alpha beta
3 time
500 0 -500 u v w 0 1 2 3 time 5 0 -5 p q r 0 1 2 3 time 4 5 6 7 4 5 6 7
u,v,w p,q,r
The amplitude of oscillation of beta, v and r keeps on increasing which will result in an unstable flight. u also starts decreasing instead of being constant.
phi,theta,shi
phi theta shi
-2
-4
3 time
0.2
dele,dela,delr
0.1 0 -0.1 -0.2
dele dela delr
3 time
The amplitude of phi, theta and shi also keeps increasing and does not damp. Therefore it will result in an unstable flight.
2500 height
2000
1500
height
1000 500 0
3 time
Similar changes occur for the rudder and rudder-aileron deflection for rudder this change results in decrease in descent rate .
Clp = -3 (6 DOF modelling)

Case : Aileron deflection
0.2
alpha,beta
0 -0.2
alpha beta
3 time
500 0 -500 u v w 0 1 2 3 time 1 0 -1 p q r 0 1 2 3 time 4 5 6 7 4 5 6 7
u,v,w p,q,r
Beta,v and r are very highly damped which means a very stable flight.
1 phi theta shi
phi,theta,shi
-1
-2
3 time
0.2
dele,dela,delr
0.1 0 -0.1 -0.2
dele dela delr
3 time
The change in euler angles are highly damped which results in almost linear changes and stable aircraft.
2400 height 2200
2000
height
1800
1600
1400
1200
3 time
The height decreases with little perturbations ending in a much lower altitude.
Case: Rudder deflection

Beta, v and r are very highly damped which means a very stable flight.
0.5
alpha,beta
0.1 0 -0.1 alpha phi beta
phi,theta,shi
theta shi
7
3 time
-0.5
u,v,w
500 0 u v w 7
-1
-500
1
0 1
2
2
3
3time time
4
4
5
5
6
6
0.2
p,q,r
0.5 0 -0.5 p dele q dela r delr 0 1 2 3 time 4 5 6 7
dele,dela,delr
0.1
0 -0.1 -0.2
3 time
Phi and beta are highly damped. Case : Aileron Rudder Similarly Beta, v and r are very highly damped which means a very stable flight. Beta, v and r are very highly damped which means a very stable flight.
The slope of the curve has increased resulting in a steeper descent.
Clp = 1(Lateral Directional Modelling)

Case : Aileron Deflection
alpha,beta
2 0 -2 0 x 10
89
alpha beta 1 2 3 time 4 5 6 7
0 -2 0 x 10
89
u v w 1 2 3 time 4 5 6 7
u,v,w
0 -1 0 1 2 3 time 4 5 6
p q r 7
p,q,r
15
x 10
43
phi,theta,shi
10 5 0 -5
phi theta shi
3 time
0.2
dele,dela,delr
0.1 0 -0.1 -0.2
dele dela delr
3 time
The following curves show highly unstable flight. Thus negative CLp is desired for stability.
Clr = 0.9 (Lateral Directional Modelling)

Case :Aileron Deflection
0.2
alpha,beta
0 -0.2
alpha beta
3 time
500 0 -500 u v w 0 1 2 3 time 2 0 -2 p q r 0 1 2 3 time 4 5 6 7 4 5 6 7
u,v,w p,q,r
Highly damped beta, v and r.
CLr= 2.418
It is a cross derivative. Increseor decrease in its value cause opposite effects on the lateral and directional parameters and thus due to their coupling effect each other Damped oscillations of beta, p and phi but the osscilatons in r and shi has increased due to it thus due to coupling the lateral variables also fluctuate .though stability prevails.
Shi and phi are highly stabilised. As this value becomes more and more posiive the lateral variables oscilatons decrease but due to cross effect the directional oscillations increase and thus after a point the motion totaly destabilises. Case: Rudder deflection Due to increase in CLr the cross ossicaltions due to rudder increase and after a point it becomes unstable
Similar effect occurs in rudder-aileron deflection.
CLr = -1.
The below curves show unstable flight conditions.thus positive value of CLr is desirable.
alpha,beta
2 0 -2 0 x 10
53
alpha beta 1 2 3 time 4 5 6 7
0 -1 0 x 10
53
u v w 1 2 3 time 4 5 6 7
u,v,w
0 -2 0 1 2 3 time 4 5 6
p q r 7
p,q,r
10
x 10
25
phi,theta,shi
phi theta shi 5
3 time
0.2
dele,dela,delr
0.1 0 -0.1 -0.2
dele dela delr
3 time
CLbeta=-0.14
The static stability increase of the plane as shown by the increase in the frequency of beta with little effect on the other variables. For aileron deflection:As the negative value increases
We can see the increase in oscillations thus instability . As we decrease the stability (static) increases whereas as it becomes positive it becomes totally unstable. This is because at CLbeta positive the roll moment increases as the plane sideslips or rolls thus further goes into instability . But as it becomes too much negative it results in instability due to increase in the cross variable like for aileron deflection as the vaue becomes more negative the yaw becomes high an the plane enters instability. Thus the value of CLbeta is desired to be a low negative value. Similar case appears for the other two defections.
Variation in Directional derivatives: Cnp is more negative (-6.115) very stable response
Cnp is less negative (-0.015),even more stable to the response
Height remains constant if we consider effect of lateral on longitudinal variables. When Cnp is positive (4.115) , very unstable response
Cnr :Cnr is more negative (-5.087) ,stable response
For positive values of it the plane is unstable because of increasing yawing moment with increase in the yaw rate due to the deflection.
Cnr =3.085 ,unstable response
Thus the desired value of it is positive for stability.it also effects the damping . More is the positive value more is the damping. Cnbeta = -1.281 very stable response
When Cnbeta is more positive i.e. 4.281: unstable response
Thus the value should be more in positive or very less of negative value to give a stable response. When we consider the longitudnal effects the change in the longitudinal variables will be very less although height reduction is observed due to component of weight acting in the vertical direction. These are the results for directional derivatives.
APPENDIX I MATLAB CODE TO PERFORM OUR 6 DOF PROBLEM COMPUTATIONALLY

% PROGRAM TO GENERATE THE 6 DOF EQUATIONS OF AN AIRCRAFT clear all clc gra=9.81; % Gravity u=296; v=0.0; w=0.0; p=0.0; q=0.0;r=0.0;phi=0.0;theta=0.0;shi=0.0; % Initial reference flight conditions ht=2400; rho=1.225; % Density S=64; % Reference area mass=19633.23; T=2000; % Thrust chord=3.159; ar=7.22; % Aspect ratio ss=10.75; % Semi Span ws=ss*2; % Wing Span Ixx=189367.2; Izz=415850.9; Ixz=11442.0; Iyy=252687.0; e=0.9112; % Eccentricity V=sqrt(u^2+v^2+w^2); % Resultant velocity dynp=0.5*rho*(V*V); % Dynamic Pressure alpha=0.0; % Angle of Attack beta=0.0; % Side-slip Angle Cl0=0; % Coefficient of lift at zero alpha Clalpha=2.6307; Clq=4.4134; Cldele=1.0425; Cm0=0.0; % Coeff. of moment at zero alpha Cmalpha=-1.66; Cmq=-1.228; Cmdele=-0.3557; Cd0=0.0323; Cy0=0.0;
Cyp=0.303; Cyr=0.727; Cybeta=-1.333; Cydela=0.29; Cydelr=0.191; CL0=0.0; CLp=-0.978; CLr=0.418; CLbeta=-0.126; CLdela=-0.247; CLdelr=0.046; Cn0=0.0; Cnp=-0.115; Cnq=-1.228; Cnr=-0.495; Cnbeta=0.281; Cndela=0.0; Cndelr=-0.166; fid=fopen('termpaper.txt','w'); % Open file to store values ch=menu(' Enter the choice of what you want to model ','6 DOF modeling','Longitudnal motion Modeling','Lateral-Directional motion Modeling'); switch ch case 1 h=0.01; h1=0.01; disp(' MODELING THE 6 DOF '); ch1=menu('ENTER THE DEFLECTION TYPE ','ELEVATOR','AILERON','RUDDER','AILERONRUDDER'); if (ch1==1) disp(' ELEVATOR DEFLECTION ') delr=0; dela=0; elseif (ch1==2) disp(' AILERON DEFLECTION ') dele=0; delr=0; elseif (ch1==3) disp(' RUDDER DEFLECTION ') dele=0; dela=0; elseif (ch1==4) disp(' RUDDER-AILERON DEFLECTION ') dele=0; else disp(' WRONG CHOICE ENTERED (TRY AGAIN ') end
case 2 disp(' Longitudnal motion Modeling ') h=0.01; % time step for longitudnal variable h1=0; % time step for lateral variable dela=0; delr=0; case 3 disp(' Lateral-Directional Motion Modeling ') h1=0.01; h=0; dele=0; ch2=menu(' Rudder or Aileron ','Aileron','Rudder'); if (ch2==1) delr=0; else dela=0; end otherwise disp(' wrong choice ') end t=0.0; % START OF THE RUNGE KUTTA 4TH ORDER METHOD while t<=7 K(1)=0; L(1)=0; M(1)=0; N(1)=0; O(1)=0; s(1)=0; AB(1)=0; B(1)=0; C(1)=0; D(1)=0; for i=1:4 if i<=3 K(1)=K(i)/2; L(1)=L(i)/2; M(1)=M(i)/2; N(1)=N(i)/2; O(1)=O(i)/2; s(1)=s(i)/2; AB(1)=AB(i)/2; B(1)=B(i)/2; C(1)=C(i)/2; D(1)=D(i)/2; else
K(1)=K(i); L(1)=L(i); M(1)=M(i); N(1)=N(i); O(1)=O(i); s(1)=s(i); AB(1)=AB(i); B(1)=B(i); C(1)=C(i); D(1)=D(i); end u=u+K(1); v=v+L(1); w=w+M(1); phi=phi+N(1); theta=theta+O(1); shi=shi+s(1); p=p+AB(1); q=q+B(1); r=r+C(1); ht=ht+D(1); if t<=3 if (ch==1 && ch1==1) dele=6/57.3; elseif (ch==1 && ch1==2) dela=6/57.3; elseif (ch==1 && ch1==3) delr=6/57.3; elseif (ch==1 && ch1==4) dela=6/57.3; delr=6/57.3; elseif (ch==2) dele=6/57.3; elseif (ch==3 && ch2==1) dela=6/57.3; elseif (ch==3 && ch2==2) delr=6/57.3; end elseif t<=5 if (ch==1 && ch1==1) dele=-6/57.3; elseif (ch==1 && ch1==2) dela=-6/57.3; elseif (ch==1 && ch1==3) delr=-6/57.3; elseif (ch==1 && ch1==4) dela=-6/57.3; delr=-6/57.3; elseif (ch==2) dele=-6/57.3; elseif (ch==3 && ch2==1) dela=-6/57.3;
elseif (ch==3 && ch2==2) delr=-6/57.3; end elseif t<=6 if (ch==1 && ch1==1) dele=6/57.3; elseif (ch==1 && ch1==2) dela=6/57.3; elseif (ch==1 && ch1==3) delr=6/57.3; elseif (ch==1 && ch1==4) dela=6/57.3; delr=6/57.3; elseif (ch==2) dele=6/57.3; elseif (ch==3 && ch2==1) dela=6/57.3; elseif (ch==3 && ch2==2) delr=6/57.3; end else if (ch==1 && ch1==1) dele=-6/57.3; elseif (ch==1 && ch1==2) dela=-6/57.3; elseif (ch==1 && ch1==3) delr=-6/57.3; elseif (ch==1 && ch1==4) dela=-6/57.3; delr=-6/57.3; elseif (ch==2) dele=-6/57.3; elseif (ch==3 && ch2==1) dela=-6/57.3; elseif (ch==3 && ch2==2) delr=-6/57.3; end end V=sqrt(u^2+v^2+w^2); dynp=0.5*rho*(V^2); beta=asin(v/V); alpha=atan(w/u); % AERODYNAMIC MODEL Cl=Cl0+Clalpha*alpha+Clq*(q*chord*0.5/V)+Cldele*dele; Cd=Cd0+(Cl^2/(pi*e*ar)); Cx=Cl*sin(alpha)-Cd*cos(alpha); Cz=-Cl*cos(alpha)-Cd*sin(alpha); Cm=Cm0+Cmalpha*alpha+Cmq*(q*chord*0.5/V)+Cmdele*dele;
Cy=Cy0+Cyp*(p*ss/V)+Cyr*(r*ss/V)+Cybeta*beta+Cydela*dela+Cydel r*delr; Cn=Cn0+Cnp*(p*ss/V)+Cnr*(r*ss/V)+Cnbeta*beta+Cndela*dela+Cndel r*delr; CL=CL0+CLp*(p*ss/V)+CLr*(r*ss/V)+CLbeta*beta+CLdela*dela+CLdel r*delr;
K(i+1)=h*(-q.*w-(r.*v)(gra*sin(theta))+(dynp*S*Cx/mass)+(T/mass)); L(i+1)=h1*(((r.*u))+(p.*w)+(gra*cos(theta)*sin(phi))+(dynp* S*Cy/mass)); M(i+1)=h*(((p.*v))+(q.*u)+(gra*cos(theta)*cos(phi))+(dynp* S*Cz/mass)); N(i+1)=h1*(p+(q*sin(phi)*tan(theta))+(r*cos(phi)*tan(thet a))); O(i+1)=h*((q*cos(phi))-(r*sin(phi))); s(i+1)=h1*((q*sin(phi)*sec(theta))+(r*cos(phi)*sec(theta)) ); AB(i+1)=h1*(((dynp*S*ss*(Izz*CL+Ixz*Cn))(q*r*(Ixz*Ixz+Izz*Izz-Iyy*Izz)))/(Ixx*Izz-Ixz*Ixz)); B(i+1)=h*(((dynp*S*chord*Cm)-(Ixz*(p^2-r^2))+(p*r*(IzzIxx)))/Iyy); C(i+1)=h1*((1/(Ixx*IzzIxz^2))*((dynp*S*ss*(Ixx*Cn+Ixz*CL))(q*r*Ixz*(Ixx-Iyy+Izz))+(p*q*(Ixz^2Ixx*Iyy+Ixx^2)))); D(i+1)=h*((u*sin(theta))-(v*cos(theta)*sin(phi))(w*cos(theta)*cos(phi)));
end u=u+((K(2)+2*K(3)+2*K(4)+K(5))/6); v=v+((L(2)+2*L(3)+2*L(4)+L(5))/6); w=w+((M(2)+2*M(3)+2*M(4)+M(5))/6); phi=phi+((N(2)+2*N(3)+2*N(4)+N(5))/6); theta=theta+((O(2)+2*O(3)+2*O(4)+O(5))/6); shi=shi+((s(2)+2*s(3)+2*s(4)+s(5))/6); p=p+((AB(2)+2*AB(3)+2*AB(4)+AB(5))/6);
q=q+((B(2)+2*B(3)+2*B(4)+B(5))/6); r=r+((C(2)+2*C(3)+2*C(4)+C(5))/6); ht=ht+((D(2)+2*D(3)+2*D(4)+D(5))/6);
fprintf(fid,'%6.9f %6.9f %6.9f %6.9f %6.9f %6.9f %6.9f %6.9f %6.9f %6.9f %6.9f %6.9f %6.9f %6.9f %6.9f %6.9f\n',t,alpha,beta,u,v,w,phi,theta,shi,p,q,r,ht,dele,dela,d elr) t=t+0.01; end status=fclose(fid); AC=load('termpaper.txt'); t=AC(:,1); alpha=AC(:,2); beta=AC(:,3); u=AC(:,4); v=AC(:,5); w=AC(:,6); phi=AC(:,7); theta=AC(:,8); shi=AC(:,9); p=AC(:,10); q=AC(:,11); r=AC(:,12); ht=AC(:,13); dele=AC(:,14); dela=AC(:,15); delr=AC(:,16); figure subplot(3,1,1) plot(t,alpha,t,beta) xlabel('time') ylabel('alpha,beta') legend('alpha','beta') hold on grid on subplot(3,1,2) plot(t,u,t,v,t,w) xlabel('time') ylabel('u,v,w') legend('u','v','w') hold on grid on subplot(3,1,3) plot(t,p,t,q,t,r) xlabel('time') ylabel('p,q,r') legend('p','q','r') % END OF WHILE % LOAD FILE TO A NEW MATRIX
hold on grid on figure subplot(2,1,1) plot(t,phi,t,theta,t,shi) xlabel('time') ylabel('phi,theta,shi') legend('phi','theta','shi') hold on grid on
subplot(2,1,2) plot(t,dele,t,dela,t,delr) xlabel('time') ylabel('dele,dela,delr') legend('dele','dela','delr') hold on grid on figure plot(t,ht) xlabel('time') ylabel('height') legend('height') hold on grid on % END OF FILE

Modeling of Motion and Flying Charactrstics of An Airplane

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6 DOF Simulation Page |1

MATLAB SIMUATION OF 6 DEGREE OF FREEDOM OF AIRCRAFT

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6 DOF Simulation Page |2

Submitted to:Dr Sanjay Singh

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6 DOF Simulation Page |3

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6 DOF Simulation Page |4

Dynamically Stable Motions

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6 DOF Simulation Page |5

Figure 1 :- Dynamically sable response

Dynamically Unstable Motion

Figure 2 Dynamically unstable (oscillating) Response

Dynamically Neutral Motion A mode of motion is said to have "neutral dynamic

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6 DOF Simulation Page |6

THE AERODYNAMIC MODEL TO FIND FORCE COEFFICIENTS :

6 DOF Simulation Page |7

Common fourth-order RungeKutta method

is the RK4 approximation of

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6 DOF Simulation Page |8

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6 DOF Simulation Page |9

Figure 4: long period mode at constant alpha

STANDARD SOLUTION These are the longitdnal modes of motion of aircraft.

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Figure 5: Spiral roll mode

Roll subsidence mode

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IMPORTANCE OF STABILITY DERIVATIVES

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Results and Discussions :

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WHEN WE SELECT AILERON AS INPUT THE OUTPUT IS :

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FOR RUDDER WE HAVE :

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FOR RUDDER AILERON DEFLECTION :-

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Case 2 : Longitudinal motion modelling

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We select the aileron and the graphs are :--

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Variation in Lateral Derivatives

Cyp = 3.00 (6 DOF Modelling) 1) Case 3: Aileron + Rudder

2200 2100 2000 1900 1800 1700