MAE 365. Flight Dynamics.

Homework 2
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 is presented a method for rotating a reference frame using the Rodri-
gues formula which is understood as the general way of rotating any vector field around
any direction. Also there is showed the derivation of the small perturbations steady state
CLME’s and CAME’s using an own procedure to explain the most important concepts of
both assumptions. In the last part of the HW there is a brief analysis of how the forces and
moments change due to the failure of an engine while flying in a steady state condition.
Keywords: Euler angles, Rotation Matrix, Small perturbations, Steady State Flight

1. Problem 1
Problem 1.4 from the textbook.

1.1. Solution
To demonstrate the relation between the components of the aircraft velocity in the body
axes and the Earth inertial frame, let’s recall the Rodrigues rotation formula in matrix form,
which is the general way of rotating a vector any certain degrees around any unit vector w.

R = (cosθ) I + sinθ [ω]× + (1 − cosθ) ωω T

where

I : identity matrix

[ω]× : cross-product matrix (antisymmetric matrix)

ω T : transpose vector of ω

θ: rotation angle around the unit vector ω

R: rotation matrix

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

HW 1 MAE 365 1 de febrero de 2018

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and
 
0 −ωz ωy
[ω]× =  ωz

0 −ωx 

−ωy ωx 0
where ωx , ωy , ωz are the components of the unit vector. So it follows that ωx2 +ωy2 +ωz2 = 1.

Expanding the Rodrigues rotation formula

cosθ + ωx2 (1 − cosθ)

 
ωx ωy (1 − cosθ) − ωz sinθ ωy sinθ + ωx ωz (1 − cosθ)
R =  ωz sinθ + ωx ωy (1 − cosθ)

cosθ + ωy2 (1 − cosθ) −ωx sinθ + ωy ωz (1 − cosθ)

2
−ωy sinθ + ωx ωz (1 − cosθ) ωx sinθ + ωy ωz (1 − cosθ) cosθ + ωz (1 − cosθ)
(1)
0 0 0
With this information, we’re going to use Euler angles to translate the X Y Z frame to
the XY Z frame. As we’ve seen in class, because X 0 Y 0 Z 0 k X1 Y1 Z1 then

U1 = Ẋ1 = Ẋ 0
V1 = Ẏ1 = Ẏ 0
W1 = Ż1 = Ż 0

Around Yaw Angle Ψ

X1 Y1 Z1 → X2 Y2 Z2 , we have Z1 = Z2 which means the same as if do a rotation around

the Z -axis (around the unit vector ω = k̂ ). Using (1), and because ωx = ωy = 0, ωz = 1
then we have

cosΨ + ωx2 (1 − cosΨ)

 
ωx
 ωy (1 − cosΨ) − ωz sinΨ  ωy sinΨ + ωx ωz (1 − cosΨ)
2
RZ =  ωz sinΨ +  ωy (1 − cosΨ)
ωx cosΨ + ω  (1 − cosΨ) −ω ωy ωz (1 − cosΨ)
x sinΨ + 
 
y
−ωy sinΨ + x ωz (1 − cosΨ) 
ω x sinΨ + 
ω ωy ωz (1 − cosΨ) cosΨ + ωz2 (1 − cosΨ)
 
cos Ψ − sin Ψ 0
RZ =  sin Ψ cos Ψ 0
 

0 0 1
Now we want to express U1 , V1 , W1 in terms of U2 , V2 , W2 , this implies
    
U1 cos Ψ − sin Ψ 0 U2
 V1  =  sin Ψ cos Ψ 0  V2  (2)
    

W1 0 0 1 W2
Around Pitch Angle Θ

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X2 Y2 Z2 → X3 Y3 Z3 , we have Y2 = Y3 which means the same as if do a rotation around

the Y -axis (around the unit vector ω = ĵ ). Using (1), and because ωx = ωz = 0, ωy = 1
then we have

cosΘ + ωx2 (1 − cosΘ)

 
ωx
 ωy (1 − cosΘ) −  ωz sinΘ ωy sinΘ + ωxωz (1 − cosΘ)
2
ωz sinΘ + 
RY =  

ωxωy (1 − cosΘ)
 cosΘ + ωy (1 − cosΘ) −
ωx sinΘ + 
ωyωz (1 − cosΘ)

2
−ωy sinΘ +  ωx ωz (1 − cosΘ) 
 ωx sinΘ + 
 ωy ωz (1 − cosΘ)
 cosΘ + ωz (1 − cosΘ)
 
cos Θ 0 sin Θ
RY =  0 1 0 


− sin Θ 0 cos Θ
Now we want to express U2 , V2 , W2 in terms of U3 , V3 , W3 , this implies
    
U2 cos Θ 0 sin Θ U3
 V2  = 
  
0 1 0   V3 
 
(3)
W2 − sin Θ 0 cos Θ W3
In the same fashion, we can do the exact procedure for the last angle.

Around Roll Angle Φ

X3 Y3 Z3 → XY Z, we have X3 = X which means the same as if do a rotation around the

X -axis (around the unit vector ω = î ). Using (1), and because ωy = ωz = 0, ωx = 1 then
we have

cosΦ + ωx2 (1 − cosΦ) ωy (1 − cosΦ) −  ωz (1 − cosΦ)

 
ωx
 ωy sinΦ + 
ωz sinΦ  ωx
2
RX =

ωz sinΦ + 
ωxωy (1 − cosΦ) cosΦ + ω  (1 − cosΦ)
y
−ωx sinΦ + ωyωz (1 − cosΦ)

2
−ωy sinΦ + 
ωx ωz (1 − cosΦ) ωx sinΦ + 
 ωyωz (1 − cosΦ)
 cosΦ + ωz (1 − cosΦ)
 
1 0 0
RX = 0 cos Φ − sin Φ
 

0 sin Φ cos Φ
Now we want to express U2 , V2 , W2 in terms of U3 , V3 , W3 , this implies
    
U3 1 0 0 U
 V3  = 0 cos Φ − sin Φ  V  (4)
    

W3 0 sin Φ cos Φ W
Now, once that we have all this information, let’s do a back-substituion of (4) into (3).
     
U2 cos Θ 0 sin Θ 1 0 0 U
V
 2=
  
0 1 0 
0 cos Φ − sin Φ V
 
 
W2 − sin Θ 0 cos Θ 0 sin Φ cos Φ W
| {z }
(4)

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Same idea, but now (3) into (2)

      
U1 cos Ψ − sin Ψ 0 cos Θ 0 sin Θ 1 0 0 U
 V1  =  sin Ψ cos Ψ 0 0 1 0  0 cos Φ − sin Φ  V 
      

W1 0 0 1 − sin Θ 0 cos Θ 0 sin Φ cos Φ W
| {z }| {z }
(3) (4)

Now because of the statement X 0 Y 0 Z 0 k X1 Y1 Z1 then

Ẋ 0
      
cos Ψ − sin Ψ 0 cos Θ 0 sin Θ 1 0 0 U
 0
 Ẏ  =  sin Ψ

cos Ψ 0  0

1 0  0 cos Φ − sin Φ  V 
  
(5)
0 0 0 1 − sin Θ 0 cos Θ 0 sin Φ cos Φ W
Ż
| {z }
To reduce (5), let’s start computing the multiplication of the underbraced matrices

    
cos Ψ − sin Ψ 0 cos Θ 0 sin Θ cos Ψ cos Θ − sin Ψ cos Ψ sin Θ
 sin Ψ cos Ψ 0 0 1 0   =  sin Ψ cos Θ cos Ψ sin Ψ sin Θ 
  
 
0 0 1 − sin Θ 0 cos Θ − sin Θ 0 cos Θ

Finally we have

Ẋ 0
     
cos Ψ cos Θ − sin Ψ cos Ψ sin Θ 1 0 0 U
 0
 Ẏ  =  sin Ψ cos Θ

cos Ψ sin Ψ sin Θ  0 cos Φ − sin Φ  V 
  

Ż 0 − sin Θ 0 cos Θ 0 sin Φ cos Φ W

Ẋ 0
    
cos Ψ cos Θ − sin Ψ cos Φ + cos Ψ sin Θ sin Φ sin Ψ sin Φ + cos Ψ sin Θ cos Φ U
 0
 Ẏ  =  sin Ψ cos Θ

cos Ψ cos Φ + sin Ψ sin Θ sin Φ − sin Φ cos Ψ + sin Ψ sin Θ cos Φ  V 
 

Ż 0 − sin Θ cos Θ sin Φ cos Θ cos Φ W

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2. Problem 2
Problem 1.5 from the textbook.

2.1. Solution
Let’s consider the CLME’s with respect to the aircraft body axes XY Z

 
m U̇ + QW − RV = −mg sin Θ + (FAx + FT x )
 
m V̇ + U R − P W = mg cos Θ sin Φ + (FAy + FT y ) (6)
 
m Ẇ + P V − QU = mg cos Θ cos Φ + (FAz + FT z )

When we talk about perturbed conditions during flight, the first that comes in mind
is that all variables change drastically due to turbulence or high-speed maneuvers. As it is
usual to do in turbulent flow, let’s apply a decomposition to all the variables involved in the
CLME’s as a sum of the average value plus the fluctuations.

U = U1 + u V = V1 + v W = W1 + w
P = P1 + p Q = Q1 + Q R = R1 + r
Φ = Φ1 + φ Θ = Θ1 + θ Ψ = Ψ1 + ψ (7)
FAx = FAx1 + fAx FAy = FAy1 + fAy FAz = FAz1 + fAz
FT x = FT x1 + fT x FT y = FT y1 + fT y FT z = FT z1 + fT z

where all the 1-subscripts are the average value and the lower case represent the fluctua-
tions

Now talking about steady state flight condition, it means that any derivative of the form
d (∗) /dt = 0, in other words the change of any variable with respect to time is zero, or that
variable is constant through the time. So imposing both conditions to the linear velocity
components then we have

U̇ = U̇1 + u̇ = u̇ V̇ = V˙1 + v̇ = v̇ Ẇ = Ẇ1 + ẇ = ẇ (8)

First, we’re going to derive the steady state CLME’s, if we consider that the velocity
components do no have any fluctuation, then

U̇ = U̇1 = 0 V̇ = V˙1 = 0 Ẇ = V˙1 = 0 (9)

and also the other variables from (6) are going to be equal to its average value (1-subscript
component). Let’s remind that this happens only in the straight line steady state flight.

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Substituting (9) into (6), then we have

 
m U̇1 + Q1 W1 − R1 V1 = −mg sin Θ1 + (FAx1 + FT x1 )
 
m V˙1 + U1 R1 − P1 W1 = mg cos Θ1 sin Φ1 + (FAy1 + FT y1 )
 
Ẇ1 + P1 V1 − Q1 U1 = mg cos Θ1 cos Φ1 + (FAz1 + FT z1 )
m 

which can be reduced to

m (Q1 W1 − R1 V1 ) = −mg sin Θ1 + (FAx1 + FT x1 )

m (U1 R1 − P1 W1 ) = mg cos Θ1 sin Φ1 + (FAy1 + FT y1 ) (10)
m (P1 V1 − Q1 U1 ) = mg cos Θ1 cos Φ1 + (FAz1 + FT z1 )

Now, to derive the equations of motion at perturbed conditions, let’s substitute (7), (8)
into (6). Then we obtain the following

m (u̇ + (Q1 + q) (W1 + w) − (R1 + r) (V1 + v)) = −mg sin (Θ1 + θ) + (FAx1 + fAx + FT x1 + fT x )
m (v̇ + (U1 + u) (R1 + r) − (P1 + p) (W1 + w)) = mg cos (Θ1 + θ) sin (Φ1 + φ)
+ (FAy1 + fAy + FT y1 + fT y )
m (ẇ + (P1 + p) (V1 + v) − (Q1 + q) (U1 + u)) = mg cos (Θ1 + θ) cos (Φ1 + φ)
+ (FAz1 + fAz + FT z1 + fT z )

Now we’re going to use the small-perturbations assumptions. This means that the
equations above can be linearized around the zero stability point. In other words

Because the perturbations are small (i.e. u << 0 & v << 0, then uv = 0)

In terms of Mclaurin Series we can express all the trigonometric functions of Euler
angles as

θ3
θ5 θ7 θ2
θ4
θ6

sin θ ≈ θ −
+  − + ... cos θ ≈ 1 −
+
−  + . . .

6 120 5040

2
24 120

θ3
2 17 
tan θ ≈ θ +
+ θ5 +  θ7 + . . .


3 15 315


and neglect high-order terms, besides we can express

sin (Θ1 + θ) ≈ sin Θ1 cos θ + cos Θ1 sin θ

≈ sin Θ1 + θ cos Θ1

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cos (Θ1 + θ) cos (Φ1 + φ) ≈ (cos Θ1 cos θ − sin Θ1 sin θ) (cos Φ1 cos φ − sin Φ1 sin φ)
≈ (cos Θ1 − θ sin Θ1 ) (cos Φ1 − φ sin Φ1 )
≈ cos Θ1 cos Φ1 − φ sin Φ1 cos Θ1 − θ sin Θ1 cos Φ1 + ( θφ(sin Θ( (((
(( 1 sin Φ1
≈ cos Θ1 cos Φ1 − φ sin Φ1 cos Θ1 − θ sin Θ1 cos Φ1

cos (Θ1 + θ) sin (Φ1 + φ) ≈ (cos Θ1 cos θ − sin Θ1 sin θ) (sin Φ1 cos Φ + cos Φ1 sin Φ)
≈ (cos Θ1 − θ sin Θ1 ) (sin Φ1 + φ cos Φ1 )
≈ cos Θ1 sin Φ1 + φ cos Θ1 cos Φ1 − θ sin Θ1 sin Φ1 − ( θφ(sin Θ( (((
(( 1 cos Φ1
≈ cos Θ1 sin Φ1 + φ cos Θ1 cos Φ1 − θ sin Θ1 sin Φ1

Introducing these results in the first of the last equations we have

m (u̇ + Q1 W1 + Q1 w + qW1 + qw − R1 V1 − R1 v − rV1 − rv) = −mg (sin Θ1 + θ cos Θ1 )

+ FAx1 + fAx + FT x1 + fT x

which can be re-arranged as

Eq.(10) Eq.(10)
 
0 R v − rV − rv 0
z }| { z }| {
m (Q1 W1 − R1 V1 ) +m u̇ + +Q1 w + qW1 +  *−
qw 1 1 * = −mg sin Θ1 + FAx1 + FT x1

− mgθ cos Θ1 + fAx + fT x

The marked terms of both sides are exactly the same as the steady state CLME, so
we can erase them of this equation. Besides, because of the small perturbation assumption,
then the product of two small quantities is going to be even smaller. Therefore we obtain
the following equation

m (u̇ + +Q1 w + qW1 − R1 v − rV1 ) = −mgθ cos Θ1 + fAx + fT x

Same idea happens with the other two equations

Eq.(10) Eq.(10) Eq.(10)

 
0
pw 0= mg cos Θ1 sin Φ1 + FAy1 + FT y1
z }| { z }| { z }| {
m (U1 R1 − P1 W1 ) +m v̇ + U1 r + uR1 + 
ur − P1 w − pW1 − 
*
 *


+ mgφ cos Θ1 cos Φ1 − mgθ sin Θ1 sin Φ1 + fAy + fT y

and

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Eq.(10) Eq.(10) Eq.(10)

0 0 z
z }| {   }| { z }| {
m (P1 V1 − Q1 U1 ) +m ẇ + P1 v + pV1 + >− Q1 u − qU1 − 
pv
 > = mg cos Θ1 cos Φ1 + FAz1 + FT z1
qu


− mgφ sin Φ1 cos Θ1 − mgθ sin Θ1 cos Φ1 + fAz + fT z

Gathering these 3 last results, then we obtain the small perturbation CLME’s

m (u̇ + Q1 w + qW1 − R1 v − rV1 ) = −mgθ cos Θ1 + fAx + fT x

m (v̇ + U1 r + uR1 − P1 w − pW1 ) = mgφ cos Θ1 cos Φ1 − mgθ sin Θ1 sin Φ1 + fAy + fT y
m (ẇ + P1 v + pV1 − Q1 u − qU1 ) = −mgφ sin Φ1 cos Θ1 − mgθ sin Θ1 cos Φ1 + fAz + fT z

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3. Problem 3
Problem 1.6 from the textbook.

3.1. Solution
This problem is very similar to the previous one. So the procedure results straightforward
once that we’ve established the steady state & small perturbations assumptions. Let’s recall
the CAME’s

Ṗ IXX − ṘIXZ − P QIXZ + RQ (IZZ − IY Y ) = LA + LT

 
Q̇IY Y + P R (IXX − IZZ ) + P 2 − R2 IXZ = MA + MT (11)
ṘIZZ − Ṗ IXZ + P Q (IY Y − IXX ) + QRIXZ = NA + NT

If we do a similar decomposition as we did in (7), then for the angular velocity & moments
components we get

P = P1 + p Q = Q1 + q R = Rq + r
LA = LA1 + lA MA = MA1 + mA NA = NA1 + nA (12)
LT = LT1 + lT MT = MT1 + mT NT = NT1 + nT

Now the steady state conditions imply that

Ṗ = P˙1 = 0 Q̇ = Q̇1 = 0 Ṙ = Ṙ1 = 0 (13)

Substituting (13) into (11), and considering only the average components of the moments

ṖIXX
 − ṘIXZ − P1 Q1 IXZ + R1 Q1 (IZZ − IY Y ) = LA1 + LT1
 
 Y Y + P1 R1 (IXX − IZZ ) + P12 − R12 IXZ = MA1 + MT1
Q̇I

ṘI
 ZZ
 −
ṖIXZ + P1 Q1 (IY Y − IXX ) + Q1 R1 IXZ = NA1 + NT1

which can be reduced to

−P1 Q1 IXZ + R1 Q1 (IZZ − IY Y ) = LA1 + LT1

 
P1 R1 (IXX − IZZ ) + P12 − R12 IXZ = MA1 + MT1 (14)
P1 Q1 (IY Y − IXX ) + Q1 R1 IXZ = NA1 + NT1

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the above equations are known as the steady state CAME’s. Now, for the small pertur-
bations equations, let’s write down the same steps as we did on problem 2. First we notice
that

Ṗ = P˙1 + ṗ = ṗ Q̇ = Q̇1 + q̇ = q̇ Ṙ = Ṙ1 + ṙ = ṙ (15)

Now substituting (12), (15) into (11).

ṗIXX − ṙIXZ − (P1 + p) (Q1 + q) IXZ + (R1 + r) (Q1 + q) (IZZ − IY Y ) = LA1 + lA + LT1 + lT
 
q̇IY Y + (P1 + p) (R1 + r) (IXX − IZZ ) + (P1 + p)2 − (R1 + r)2 IXZ = MA1 + mA + MT1 + mT
ṙIZZ − ṗIXZ + (P1 + p) (Q1 + q) (IY Y − IXX ) + (Q1 + q) (R1 + r) IXZ = NA1 + nA + NT1 + nT

Expanding the first of the above equations we have

0 0
   
ṗIXX − ṙIXZ − P1 Q1 + P1 q + pQ1 + 
pq
> IXZ
 + R1 Q1 + R1 q + rQ1 + > (IZZ
rq
 − Iyy ) =
LA1 + lA + LT1 + lT

which can be re-written as

Eq.(14) Eq.(14)
z }| { z }| {
ṗIXX −ṙIXZ −P1 Q1 IXZ − (P1 q − pQ1 ) IXZ +R1 Q1 (IZZ − IY Y ) + (R1 q + rQ1 ) (IZZ − IY Y ) =
LA1 + LT1 +lA + lT
| {z }
Eq.(14)

In a similar fashion we have for the other two equations

Eq.(14) Eq.(14)
z }| { z }|  {
q̇IY Y +P1 R1 (IXX − IZZ ) + (P1 r + pR1 ) (IXX − IZZ )+ P12 − R12 IXZ +2 (P1 p + R1 r) IXZ =
MA1 + MT1 +mA + mT
| {z }
Eq.(14)

and

Eq.(14) Eq.(14)
z }| { z }| {
ṙIZZ −ṗIXZ +P1 Q1 (IY Y − IXX ) + (P1 q + pQ1 ) (IY Y − IXX )+Q1 R1 IXZ + (Q1 r + qR1 ) IXZ =
NA1 + NT1 +nA + +nT
| {z }
Eq.(14)

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Finally, we can reduce these last results into

ṗIXX − ṙIXZ − (P1 q − pQ1 ) IXZ + (R1 q + rQ1 ) (IZZ − IY Y ) = lA + lT

q̇IY Y + (P1 r + pR1 ) (IXX − IZZ ) + 2 (P1 p + R1 r) IXZ = mA + mT
ṙIZZ − ṗIXZ + (P1 q + pQ1 ) (IY Y − IXX ) + (Q1 r + qR1 ) IXZ = nA + +nT
Equations known as the small perturbations CAME’s.

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4. Problem 4
Problem 1.10 from the textbook. See also the drawings in Appendix C.

4.1. Solution
We’ll first consider the failure of the tail engine. Let’s refer to next figure

From this point of view, if the tail engine fails then we’ll have a change in thrust in
2
X-direction, probably at the very first instants of time it will be reduced to FTnew
x = 3 FT x .
Also the aircfraft may experiencie a pitching moment MT in the counter-clowckwise direc-
tion. Because the plane is symmetric with respect to the XZ plane, and considering that
the engine is perfectly aligned with the centerline then the changes in any other moments
and thrust forces may not be huge.

Then from the next point of view, if the engine on the right of the pilot fails, then we
observe that a clockwise yawing moment NT will be created. The thrust in the X direction
will also change.

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In the next figure we look that also a clockwise rolling moment will be created LT . Now,
because a fail in any engine involves a decrease in speed then there exists a high possibility
that all the A subscripts variables will change. It is important to recall that engines in a
commercial jetline create almost all of the thrust in the X direction. In case of any failure,
this change will be much greater than the changes of FT y and FT z .

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In this figure we also observe that a fail in the wing engine will imply a pitching moment
in the downwars direction. So the full change will involve a rolling and a pitching moment
of the entire aircraft.

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REFERENCIAS Spring Semester, 2018 West Virginia University

Referencias
[1] M. R. Napolitano. Aircraft Dynamics: From modeling to simulation. 1st. Ed. John Wiley & Sons. 2012.
U.S.A
[2] Aviastar. General Dynamics L-1011. Retrieved on January 24th, 2018 from:
http://www.aviastar.org/pictures/usa/genera.L-1011.gif
[3] B. Serge. Rodrigues’Rotation Formula."From MathWorld–A Wolfram Web Resource, created by Eric
W. Weisstein. http://mathworld.wolfram.com/RodriguesRotationFormula.html

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