Mae 365 HW 1 PDF

MAE 365. Flight Dynamics.
Homework 1
Alain Islas1
a
West Virginia University, Mechanical and Aerospace Engineering Faculty
401 Evansdale Drive, Morgantown, West Virginia 26506-6070, United States.
Abstract
In this work there are solved 4 exercises from the textbook, that result fundamental to
the correct understanding of the equations that describe the flight dynamics of an aircraft.
There is also presented a method to estimate the moments of inertia of different types of
airplanes, always keeping in mind the importance that these values represent during the
flight maneuvers.
Keywords: Moment of inertia, Linear momentum, Angular Momentum
1. Problem 1
Problem 1.8 from the textbook. Use sketches and drawings whenever appropiate to do-
cument your answer.
1.1. Solution
First we decide to consider every aircraft the simplest as possible in order to calculate
the moments of inertia in an easier way. Let’s refer to the next figure, where we changed the
entire airplane geometry to simple euclidean geometric bodies.
email: alain.islas@gmail.com (Alain Islas)
HW 1 MAE 365 January 25th, 2018

MAE 365
Spring Semester, 2018 West Virginia University
We changed the fuselage by a hollow cylinder, and the wings for simple plates. There is
also showed the C.G. and the reference frame within the aircraft body as the XYZ origin.
Now, it is our goal to describe the full moments of inertia tensor of each aircraft. So let’s
recall it
 
Ixx Ixy Ixz
I =  Iyz Iyy Iyz 


Izx Izy Izz
Now, because as we’ve seen in class, it is usual for an airplane to have a plane of symmetry.
In this case let the XZ plane be that plane, and because the moment of inertia tensor is
symmetric (Ixy = Iyx & Iyz = Izy ). Furthermore, if for this exercise we consider the XYZ
frame striclty aligned with the principal axes of the aircraf, then we have that
 
Ixx 0 0
I =  0 Iyy 0 
 
0 0 Izz
So our initial goal then reduces to describe only 3 different moments of inertia for every
single aircraft.
Let’s start the adventure!
First we’re going to describe all the 3 different Ixx for the 4 different euclidean bodies
(The fuselage, the wings and the empenagge). Starting with the hollow cylinder then
Z
Ixx = ρ y 2 + z 2 dV
V
We want to compute the above integral, but we notice that it results easier to calculate
it in cylindrical coordinates. Then
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Z
Ixx = ρ r2 cos2 θ + r2 sin2 θ rdrdθdx
V
where y = r cos θ, z = r sin θ, x = x and dV = rdrdθdx1 . Then, because the x-axis is

aligned with the C.G., solving this integral results in
Z h/2 Z 2π Z R2
Ixx = ρ r2 cos2 θ + r2 sin2 θ rdrdθdx
−h/2 0 R1
Z h/2 Z 2π Z R2
= ρr2 · rdrdθdx
−h/2 0 R1
where R1 , R2 and h are the inner radius, outer radius and the length of the fuselage,
respectively. Now because of the assumption of constant mass distribution we’ve discussed
in class then we have2
Z h/2 Z 2π Z R2 Z h/2 Z 2π Z R2
ρ r2 · rdrdθdx = ρ dx dθ r3 dr
−h/2 0 R1 −h/2 0 R1
h/2 ! 2π ! !
r4 R2

=ρ x θ
−h/2 0 4 R1
!
R24 − R14
= ρ (h) (2π)
4
Now introducing the hollow cylinder density as ρ = m/ (πh (R22 − R12 )). Then
!
m R24 − R14
= (2πh)
πh (R22 − R12 ) 4
!
m R2− R12 ) (R22 + R12 )
( 2

= 2 2 2 πh

R2− R1 )
πh (
4
m 2
= R2 + R12
2
Then we have
m 2 T ube

R2 + R12
Ixx = (1)
2
Now let’s compute the same moment of inertia of the wing. Take a look to the next figure
1
Take caution with this arrangement of the axes, is not the usual one
2
See Fubini’s theorem

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We observe that the axis of rotation doesn’t pass through the C.G of the wing, so let’s
recall the parallel axis theorem, which states that
I = IC.G. + md2
where IC.G. is the moment of inertia as if the axis of rotation is aligned with the C.G.
and d is the distance from the rotation axis to the C.G. So we’re going to first calculate the
value of Ixx as if it were aligned with the axis of rotation. Then
Z Z a/2 Z b/2 Z c/2
2 2
Ixx = y +z dV = ρ y 2 + z 2 dxdydz
V −a/2 −b/2 −c/2
where a1 , b1 and c1 are the width, depth and height of the plate, respectively. So conti-
nuing
Z a1 /2 Z b1 /2 Z c1 /2 Z a1 /2 Z b1 /2 Z c1 /2
2
=ρ dx y dy dz + ρ dx dy z 2 dz
−a1 /2 −b1 /2 −c1 /2 −a1 /2 −b1 /2 −c1 /2
" ! !#
y 3 b1 /2 z 3 c1 /2

= ρ (a1 ) (c1 ) + (a1 ) (b1 )
3 −b1 /2

3 −c1 /2
" ! !#
b3 c3
= ρ (a1 ) 1 (c1 ) + (a1 ) (b1 ) 1
12 12
Now we can introduce the plate density as ρ = m/ (a1 b1 c1 ). So we have
" ! !#
m b3 c3
= (a) 1 (c1 ) + (a1 ) (b1 ) 1
a1 b1 c1 12 12
m 2
= b1 + c21
12

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Then let d1x be the distance from the axis of rotation to the C.G. of the wing, then
wing m 2
Ixx = b1 + c21 + md21x
12
m 2wing

b1 + c21 + 12d21x
Ixx = (2)
12
Because the horizontal stabilizers have the same shape as the wings, the moment of
tube
inertia is going to be equal to the previous formula. Now let’s calculate the value for Iyy .
Please refer to the next figure
Z
Iyy = ρ z 2 + x2 dV
V
Because it results easier to compute this integral in cylindrcal coordinates. Then
Z
Iyy = ρ r2 sin2 θ + x2 rdrdθdx
V
Now because the axis is aligned with the C.G., solving the above results easy
Z Z h/2 Z 2π Z R2
2 2 2
ρ r sin θ + z rdrdθdx = ρ r2 sin2 θ + z 2 rdrdθdx
V −h/2 0 R1
Z h/2 Z 2π Z R2 Z h/2 Z 2π Z R2
3 2
= ρr sin θdrdθdx + ρx2 rdrdθdx
−h/2 0 R1 −h/2 0 R1
where R1 , R2 and h are the inner radius, outer radius and the length of the fuselage,
respectively. Now, considering constant mass distribution as we’ve previously discussed in
class then

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Z h/2 Z 2π Z R2 Z h/2 Z 2π Z R2
2 3 2
=ρ dx sin θdθ r dr + ρ x dx dθ rdr
−h/2 0 R1 −h/2 0 R1
! ! ! ! 2π ! !
r4 R2
x3 h/2 r2 R2
h/2
θ sin 2θ 2π

=ρ x − +ρ θ
−h/2 2 2 0 4 R1
3 −h/2 0 2 R1
" ! ! !#
R24 − R14 h3 R22 − R12
= ρ (h) (π) + (2π)
4 12 2
" #
πh 4 πh3 2
=ρ R2 − R14 + R2 − R12
4 12
Now introducing the hollow cylinder density as ρ = m/ (πh (R22 − R12 )). Then
" #
m πh 4 4
πh3 2 2

= R2 − R 1 + R 2 − R 1
πh (R22 − R12 ) 4 12
" #
m πh 2 2 2

2
πh3 2 2
= R − R1 R2 + R1 + − R1
R
−R12 ) 4 2
(R22 12 2

πh

mh 2 i
= 3 R2 + R12 + h2
12
So
mh 2 T ube
i
3 R2 + R12 + h2
Iyy = (3)
12
tube
Now, if we try to calculate the Izz value, it will result in the following integral
Z h/2 Z 2π Z R2
tube
Izz = ρ r2 cos2 θ + z 2 rdrdθdx
−h/2 0 R1
which actually drives us to

Z h/2 Z 2π Z R2 Z h/2 Z 2π Z R2
ρ dx sin2 θdθ r3 dr + ρ x2 dx dθ rdr
−h/2 0 R1 −h/2 0 R1
tube
whose result is just the same as Iyy . Then
mh 2 tube
i
3 R2 + R12 + h2
Izz = (4)
12
Now, why we didn’t find the other values for the vertical and horizontal stabilizers?.
There are two reasons for that, the first one is that it would be a long job that we don’t
want to get involved with, indeed because we used volume integrals, then the moments of
inertia for the wings can be handled as for generic volumes, the only thing we need to keep
in mind are the respective dimensions of each one, how are they aligned with respect to the

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axis of rotation and of course the distance between their C.G’s and the axis of rotation, so
the second reason lies in the fact that we’ve already calculated them!
In the next figure we can view the distances d1x (The one we were talking about when
wing
computing Ixx ) d2x , d3x
The same idea happens with respect to the y-axis, being d1y , d2y , d3y the distances
between the C.G.’s of the wing, horizontal stabilizer and vertical stabilizer respectively and
the y-axis. Also d1z , d2z , d3z are the distances of the same components with respect to the
z-axis.
Now in the above figure we have all the dimensions of the the wing and the stabilizers.
So we can summarize the previous results in:

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For the fuselage:
mf 2 mf 2 mf 2
Ixx = R2 + R12 Iyy = 3 R2 + R12 + h2 Izz = 3 R2 + R12 + h2
2 12 12
For the wing:
mw 2 mw 2 mw 2
Ixx = b1 + c21 + 12d21x Iyy = a1 + c21 + 12d21y Izz = a1 + b21 + 12d21z
12 12 12
For the horizontal stabilizer:
mhs 2 mhs 2 mhs 2

12 12 12
For the vertical stabilizer:
mvs 2 mvs 2 mvs 2

12 12 12
where mf is the mass of the fuselage, mw is the mass of the wing, mhs is the mass of the
horizontal stabilizer and mvh is the mass of the vertical stabilizer.
So for the entire aircraft we have that
mf 2 mw 2 mhs 2
Ixx = R2 + R12 + b1 + c21 + 12d21x + b2 + c22 + 12d22x
2 6 6
mvs 2
+ b3 + c23 + 12d23x (5)
12
mf 2 mw 2 mhs 2
Iyy = 3 R2 + R12 + h2 + a1 + c21 + 12d21y + a2 + c22 + 12d22y
12 6 6
mvs 2
+ a3 + c23 + 12d23y (6)
12
mf 2 mw 2 mhs 2
Izz = 3 R2 + R12 + h2 + a1 + b21 + 12d21z + a2 + b22 + 12d22z
12 6 6
mvs 2
+ a3 + b23 + 12d23z (7)
12

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Now we this information, we are going to guess the probable values for each of the
constants described previosuly. Then for the Hughes H-4 we suppose that
mf = 45, 000 kg mw = 25, 000 kg mhs = 8, 000 kg mvs = 5, 000 kg

a1 = 7m a2 = 5m a3 = 4 m
b1 = 38 m b2 = 16 m b3 = 1.5 m
c1 = 2m c2 = 1.5 m c3 = 14 m
d1x = 23 m d2x = 12 m d3x = 10 m
d1y = 10 m d2y = 30 m d3y = 30 m
d1z = 25 m d2z = 25 m d3z = 35 m
R9 = 9m R1 = 8m h = 65 m
Substituting these values into Eqs. (5), (6) and (7) we obtain
Ixx = 38.97 × 106 kg · m2

Iyy = 41.7 × 106 kg · m2
Izz = 71.44 × 106 kg · m2
Now, let’s consider the next aircraft. For the Boeing 747-400 we suppose that
a1 = 3m a2 = 2.5 m a3 = 3 m
b1 = 29 m b2 = 10 m b3 = 1 m
c1 = 1.5 m c2 = 1m c3 = 10 m
d1x = 16 m d2x = 9m d3x = 7 m
d1y = 8m d2y = 24 m d3y = 24 m
d1z = 15 m d2z = 18 m d3z = 25 m
R9 = 6m R1 = 5m h = 70 m
Ixx = 25.11 × 106 kg · m2

Iyy = 58.79 × 106 kg · m2
Izz = 54.54 × 106 kg · m2
In the same fashion, for the Airbus A380-800 we suppose that

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a1 = 3.5 m a2 = 23 m a3 = 4 m
b1 = 32 m b2 = 12 m b3 = 1.5 m
c1 = 2m c2 = 1.5 m c3 = 12 m
d1x = 18 m d2x = 10 m d3x = 9 m
d1y = 10 m d2y = 26 m d3y = 26 m
d1z = 17 m d2z = 20 m d3z = 26 m
R9 = 7m R1 = 6m h = 73 m
Ixx = 45.99 × 106 kg · m2

Iyy = 114.89 × 106 kg · m2
Izz = 123.58 × 106 kg · m2
Finally, for the An-225-Mriya we suppose that
a1 = 4m a2 = 3m a3 = 5 m
b1 = 35 m b2 = 13 m b3 = 1.5 m
c1 = 2.5 m c2 = 2m c3 = 14 m
d1x = 18 m d2x = 12 m d3x = 10 m
d1y = 10 m d2y = 25 m d3y = 25 m
d1z = 15 m d2z = 23 m d3z = 25 m
R9 = 8m R1 = 7m h = 84 m
Ixx = 63.53 × 106 kg · m2

Iyy = 143.08 × 106 kg · m2
Izz = 173.58 × 106 kg · m2

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2. Problem 2
Problem 1.9 from the textbook. Use sketches, drawings whenever appropiate to document
your answer.
2.1. Solution
To answer this question, let’s recall once again the definition of a moment of inertia
Z
I= ρr2 dV
V
where r is the distance from any point within the body to the axis of rotation. Now if we
take a look to the F-111, we’ll see that at low-subsonic velocities its wings are opened. This
may result in an increase of the moments of inertia because the distance from the axis of
rotation is bigger than if it were flying at high-subsonic velocities, where the aircraft closes
its wings. In other words, let’s first look at the next figure
We observe that when the wings are opened (low-subsonic velocity) the distance from
the axis of rotation to a differential mass element dm is r, whilst when the wings are closed
(high-subsonic velocity) the distance from the axis of rotation to a differential mass element
dm0 is r0 . It follows then
Z Z
Iw.o = r2 dm Iw.c = r02 dm0
v V

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Now because dm = dm0 and r > r0 we have then
Iw.o > Iw.c.

This same idea can be extended to any axis of rotation, so every moment of inertia is
going to change because of the distance between the wings and the axis of rotation is going
to increase or decrease respectively.

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3. Problem 3
Go over Student Sample Problem 1.1 from the textbook. Make sure you fully understand
it!. Next, re-do the process and explain with your own words the process leading to the
demonstration that the initial vectorial CAME relationship with respect to X 0 , Y 0 , Z 0 .
d Z 0 dr̄ 0 Z Z
r̄ × ρA dV = r̄ 0 × ρA ḡdV + r̄ 0 × F̄ dS with F̄ = F¯A + F¯T
dt V dt V S
can be reduced to
d Z dr̄
r̄ × ρA dV = M̄
dt V dt
with M̄ = M̄A + M̄T .
Of course, the key is NOT to copy the textbook. Essentially you are asked to re-do it using
your own words.
3.1. Solution
First we look that r̄ 0 = r¯p 0 + r̄, so we have
d Z 0 d 0
Z Z
(r¯p + r̄) × ρA (r¯p + r̄) dV = (r¯p + r̄) × ρA ḡdV + (r¯p 0 + r̄) × F̄ dS
0
dt V dt V S
Computing the LHS of the above equation then
dr¯p 0 dr¯p 0
" #
d Z 0
Z
0 dr̄ Z Z
dr̄
r¯p × ρA dV + r¯p × ρA dV + r̄ × ρA dV + r̄ × ρA dV
dt V dt V dt V dt V dt
Now recalling Leibniz integral rule, we know that there’s a chance to apply differentiation
inside the integral operation, just when the limits of integration are constants with respect
to the variable we are differentiating with. In this case, the derivative is with respect to time
and the integral is with respect to spatial coordinates. So then if we apply this rule to the
first three terms, then we have
dr¯p 0 dr¯p 0
! ! ! !
Z
d 0
Z
d 0 dr̄ Z
d d Z dr̄
r¯p × ρA dV + r¯p × ρA dV + r̄ × ρA dV + r̄ × ρA dV
V dt dt V dt dt V dt dt dt V dt
Also we note that ρA is constant in time due to the constant mass distribution assumption

we stated in the first class of the course. So, any time derivative of the form dtd ρA d(∗)
dt
is

d(∗)
just equal to ρA dtd dt
. Expanding all this terms then

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Z
dr¯p 0 dr¯p 0 Z
0 d2 r¯p 0 Z
dr¯p 0 dr̄ Z
d2 r̄
× ρA dV + r¯p × ρA 2 dV + × ρA dV + r¯p 0 × ρA 2 dV
V dt dt V dt V dt dt V dt
dr¯p 0 d2 r¯p 0
!
Z
dr̄ Z
d Z dr̄
+ × ρA dV + r̄ × ρA 2 dV + r̄ × ρA dV
V dt dt V dt dt V dt
Now, because the self cross product of a vector is equal to the zero vector and recalling
the rigid body assumption we made in the first class then any time derivative of the vector
r̄ is just equal to zero
:0 Z :0 :0
dr¯p 0 dr¯ 0
d2 r¯p 0 dr¯p 0 dr̄ 2

0 d r̄

Z
p 0
Z Z
× ρA
dV + r¯p × ρA 2 dV + × ρA dV + r¯
p× ρA 2 dV
Vdt dt V dt V dt dt V dt
0 0 2 0
!
¯ ¯
:

dr̄ d r d r d dr̄
Z Z Z
p p
+ ×ρ dV + r̄ × ρA 2 dV + r̄ × ρA dV

A
V dt dt V dt dt V dt
So we are only left with the second, sitxth and seventh terms of the LHS
d2 r¯p 0 d2 r¯p 0
!
Z
0
Z
d Z dr̄
r¯p × ρA 2 dV + r̄ × ρA 2 dV + r̄ × ρA dV
V dt V dt dt V dt
Indeed we want to get rid of the first & second terms and only mantain the third one to
complete the demonstration, so let’s continue working.
Because the vector r¯p 0 has nothing to do with the volume integral of the aircraft (just
remember that r¯p 0 measures the distance between the X 0 , Y 0 , Z 0 frame and the C.G.) we can
take it out of the integral
Z
d2 r¯p 0 Z
d2 r¯p 0
r¯p 0 × ρA dV = r¯p
0
× ρ A dV
V dt2 V dt2!
d2 r¯p 0
= r¯p 0 × m 2
dt
Now, we also know that the cross product is anticommutative, so we can write the second
term as
Z
d2 r¯p 0 Z
d2 r¯p 0
r̄ × ρA dV = −ρ A × r̄dV
V dt2 V dt2
0
d2 r¯p 0 Z
*
= − 2 × ρ A r̄dV

dt V

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Taking advantage of the C.G. property, then it was possible to cancel the above term.
So finally, the LHS can be written as
d2 r¯p 0
! !
0 d Z dr̄
r¯p × m 2 + r̄ × ρA dV
dt dt V dt
Now, focusing on the RHS we have then
Z Z Z Z
(r¯p 0 + r̄) × ρA ḡdV + (r¯p 0 + r̄) × F̄ dS = r¯p 0 × ρA ḡdV + r̄ × ρA ḡdV
V S V V
Z Z
0
+ r¯p × F̄ dS + r̄ × F̄ dS
S S
Once again, because r¯p 0 has nothing to do with the volume integral of the aircraft then
the RHS can be written as
Z Z Z Z
r¯p 0 × ρA ḡdV + r̄ × ρA ḡdV + r¯p 0 × F̄ dS + r̄ × F̄ dS
V Z V
Z ZS S
r¯p 0 × mḡ + F̄ dS + r̄ × ρA ḡdV + r̄ × F̄ dS

S V S
Matching both the LHS and the RHS then
d2 r¯p 0
! !
d Z dr̄
Z Z
0 0
r¯p × m 2 + r̄ × ρA dV = r¯p × mḡ + F̄ dS + r̄ × ρA ḡdV
dt dt V dt S V
Z
+ r̄ × F̄ dS
S
Now recalling the conservation of linear momentum equation in vectorial form (as seen
in the first class of the course also)
d2 r¯p 0 Z
m 2 = mḡ + F̄ dS
dt S
We can express the above equation as
0
 
0 :0 d
! !
2
0
 d r¯
p
>

 0
Z

Z
dr̄ Z
r¯p × 
mdt2  − r¯p ×
mḡ + F̄ dS + r̄ × ρA dV = r̄ × ρA ḡdV

S dt V dt V

Z
+ r̄ × F̄ dS
S
Almost there!

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!
d Z dr̄ Z Z
r̄ × ρA dV = r̄ × ρA ḡdV + r̄ × F̄ dS
dt V dt V S
Now we notice that the first term of the RHS can be re-arranged as
Z Z
r̄ × ρA ḡdV = −ρA ḡ × r̄dV
V V
Applying same idea as in the previous situations, we observe that the ḡ vector has nothing
to do with the volume integral, then
Z Z *0

−ρA ḡ × r̄dV = −ḡ × ρ
A r̄dV

V V
Finally!
!
d Z dr̄ Z
r̄ × ρA dV = r̄ × F̄ dS
dt V dt S
!
d Z dr̄
r̄ × ρA dV = M̄
dt V dt
r̄ × F̄ dS = M̄A + M̄T
R
where M̄ = S

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4. Problem 4
Go over Student Sample Problem 1.2 from the textbook. Work out and write down the
process leading to the demonstration that the vectorial relationship
Z
r̄ × ω̄ (ω̄ · r̄) ρA dV with ω̄ = P î + Qĵ + Rk̂, r̄ = xî + y ĵ + z k̂
V
will be reduced to the following ’scalarized’relationship

{Ixy P R + Iyz R2 − Q2 − Ixz P Q + RQ (Izz − Iyy )}î

+ {(Ixx − Izz ) P R + Ixz P 2 − R2 − Ixy QR + Iyz P Q}ĵ

+ {(Iyy − Ixx ) P Q + Ix Q2 − P 2 + Ixz QR − Iyz P R}k̂
4.1. Solution
First we start calculating the dot product between the vectors ω̄ and r̄

ω̄ · r̄ = P î + Qĵ + Rk̂ · xî + y ĵ + z k̂
= P x + Qy + Rz
which is a scalar number. Now let’s compute the cross product between the same vectors

î ĵ k̂

ω̄ × r̄ = x

y z

P Q R
= (Ry − Qz) î + (P z − Rx) ĵ + (Qx − P y) k̂
Plugging both calculations into the original integral then
Z
r̄ × ω̄ (ω̄ · r̄) ρA dV =
V Z
(P x + Qy + Rz) (Ry − Qz) î + (P z − Rx) ĵ + (Qx − P y) k̂ ρA dV
V
With these results, then we can split the last integral into 3 new ones (each of them
along the 3 different directions)
Z Z
(P x + Qy + Rz) (Ry − Qz) ρA dV î + (P x + Qy + Rz) (P z − Rx) ρA dV ĵ
V V
Z
+ (P x + Qy + Rz) (Qx − P y) ρA dV k̂
V

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Now, if we expand the terms of the x-direction integral then we have
Z h i
2 2 2 2
P Rxy + QRy + R yz − P Qxz − Q yz − QRz ρA dV î
ZV h i
2 2 2 2
P Rxy − P Qxz + QR y − z + R −Q yz ρA dV î
V Z Z Z Z
2 2 2 2
PR xyρA dV − P Q xzρA dV + QR y −z ρA dV + R − Q yzρA dV î
V V V V
Recalling the moments of inertia formulas
Z Z
2 2
Ixx = y +z ρA dV Ixy = xyρA dV
ZV ZV
Iyy = x2 + z 2 ρA dV Ixz = xzρA dV
ZV ZV
Izz = x2 + y 2 ρA dV Iyz = yzρA dV
V V
we note that we can re-write the above integrals as the following

Z
2 2 2 2
P RIxy − P QIxz + QR y −z ρA dV + R − Q Iyz î
V
Now we notice that it is possible to express the third term as
Z Z
QR y 2 − z 2 ρA dV = QR x2 + y 2 − x2 − z 2 ρA dV
V V
Z Z
= QR x2 + y 2 ρA dV − x2 + z 2 ρA dV
V V
= QR [Izz − Iyy ]
Finally, the CAME equation for the x-direction can be expressed as

h i
P RIxy − P QIxz + QR (Izz − Iyy ) + R2 − Q2 Iyz î (8)
In similar fashion we can expand the terms of the y-direction integral as
Z h i
2 2 2 2
P xz + P Qyz + P Rz − P Rx − QRxy − R xz ρA dV ĵ
ZV h i
2 2 2 2
P −R xz + P Qyz + P R z − x − QRxy ρA dV ĵ
V Z Z Z Z
2 2 2 2
P −R xzρA dV + P Q yzρA dV + P R z −x ρA dV − QR xyρA dV ĵ
V V V V
Now writing them in terms of the moments of inertia coefficients then we have

MAE 365
h i
P 2 − R2 Ixz + P QIyz + P R (Ixx − Izz ) − QRIxy ĵ (9)
Following the same procedure as the previous ones, for the z-direction integral
Z h i
2 2 2 2
P Qx + Q xy + QRxz − P xy − P Qy − P Ryz ρA dV k̂
ZV h i
2 2 2 2
PQ x − y + Q −P xy + QRxz − P Ryz k̂
V Z Z Z Z
2 2 2 2
PQ x −y ρA dV + Q − P xyρA dV + QR xzρA dV − P R yzρA dV k̂
V V V V
Once again, writing them down in terms of the moments of inertia coefficients we have
h i
P Q (Iyy − Ixx ) + Q2 − P 2 Ixy + QRIxz − P RIyz k̂ (10)

MAE 365
REFERENCES Spring Semester, 2018 West Virginia University
References
[1] M. R. Napolitano. Aircraft Dynamics: From modeling to simulation. 1st. Ed. John Wiley & Sons. 2012.
U.S.A
[2] Aviastar. General Dynamics F-111. Retrieved on January 24th, 2018 from:
http://www.aviastar.org/pictures/usa/genera.f-111.gif

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MAE 365. Flight Dynamics.

email: alain.islas@gmail.com (Alain Islas)

HW 1 MAE 365 January 25th, 2018

Let’s start the adventure!

MAE 365 WVU P a g e|2

where y = r cos θ, z = r sin θ, x = x and dV = rdrdθdx1 . Then, because the x-axis is

MAE 365 WVU P a g e|3

Now we can introduce the plate density as ρ = m/ (a1 b1 c1 ). So we have

MAE 365 WVU P a g e|4

MAE 365 WVU P a g e|5

which actually drives us to

MAE 365 WVU P a g e|6

MAE 365 WVU P a g e|7

For the fuselage:

mhs  2  mhs  2  mhs  2 

mvs  2  mvs  2  mvs  2 

So for the entire aircraft we have that

MAE 365 WVU P a g e|8

mf = 45, 000 kg mw = 25, 000 kg mhs = 8, 000 kg mvs = 5, 000 kg

Ixx = 38.97 × 106 kg · m2

Ixx = 25.11 × 106 kg · m2

In the same fashion, for the Airbus A380-800 we suppose that

MAE 365 WVU P a g e|9

Ixx = 45.99 × 106 kg · m2

Finally, for the An-225-Mriya we suppose that

Ixx = 63.53 × 106 kg · m2

MAE 365 WVU P a g e|10

MAE 365 WVU P a g e|11

Now because dm = dm0 and r > r0 we have then

Iw.o > Iw.c.

MAE 365 WVU P a g e|12

Computing the LHS of the above equation then

MAE 365 WVU P a g e|13

MAE 365 WVU P a g e|14

r¯p 0 × mḡ + F̄ dS + r̄ × ρA ḡdV + r̄ × F̄ dS

Matching both the LHS and the RHS then

MAE 365 WVU P a g e|15

MAE 365 WVU P a g e|16

Plugging both calculations into the original integral then

MAE 365 WVU P a g e|17

Now, if we expand the terms of the x-direction integral then we have

Recalling the moments of inertia formulas

we note that we can re-write the above integrals as the following

Now we notice that it is possible to express the third term as

Finally, the CAME equation for the x-direction can be expressed as

MAE 365 WVU P a g e|18

MAE 365 WVU P a g e|19

MAE 365 WVU P a g e|20

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mhs 2 mhs 2 mhs 2

mvs 2 mvs 2 mvs 2