Aircraft Simulation of Beechcraft Model 99

H. E. Alcalá Lara, L. D. Espejo Jaramillo, E. S. Jiménez Alonso, J. A. Noriega Alvarado, C.

Olvera Helgueros, A. D. Rodríguez Muñoz, S. Tinoco Vargas

Abstract— A program was developed using Simulink® to provide data to the flight simulator FlightGear with the purpose
of representing the flight of aircraft Beechcraft® Model 99. The program was developed based on the stability and control
derivatives extracted from Airplane Flight Dynamics and Automatic Flight Controls by Jan Roskam [2], besides the
constitution of the project allows the option to entry angles navigation roll and pitching manipulate through an external
joystick.
In order to corroborate the correct programming of the simulator, we observed the dynamic flight modes represented in the
graphs showing similar behaviors to what was expected. In the validation were performed tests where the results were highly
accurate compared to the references.

Keywords— MATLAB, Simulink, Aircraft simulation.

TABLE OF CONTENTS

I. List of Figures 1
II. List of Tables 2
III. List of Symbols 2
IV. List of Equations 4
V. Introduction 5
VI. Mathematical model 6
VII. Implementation in Simulink® 8
VIII. Model validation 11
IX. Dynamic Mode Analysis 12
X. Conclusions 16
XI. References 16

I. LIST OF FIGURES
# Fig. Description Page
Fig 1. Beechcraft Model 99 5
Fig 2. General view of the flight simulator. 8
Fig 3. Figure 3. Pilot Joystick block. 9
Fig 4. Aircraft model 9
Fig 5. Gravity block 10
Fig 6. Engine block 10
Fig 7. Aerodynamic Forces block 11
Fig 8. Graph of Velocity in function of time obtained from the Simulink flight 11
simulator model
Fig 9. Flight Simulator XTM Beechcraft 99 model test flights 12
Fig 10. Definition of c in function of t 12
Fig 11. Roll mode 13
Fig 12. Spiral mode 14
Fig 13. Change with respect to time for Phugoid 15

Instituto Politécnico Nacional, Unidad Profesional Interdisciplinaria de Ingeniería campus Guanajuato. Av. Mineral de Valenciana No. 200
Fraccionamiento Industrial Puerto Interior. C.P. 36275. Silao de La Victoria, Guanajuato México.

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 Fig 14. Change with respect to time for shot Period 15
Fig 15. Change with respect to time for Roll Mode 15
Fig 16. Change with respect to time for spiral mode 15
Fig 17. Change with respect to time for Dutch Roll 15

II. LIST OF TABLES

# Table Description Page
Table 1. Some details of the Beechcraft Model 99 aircraft 5
Table 2. Damping ratio and natural frequencies for phugoid and short period 13
dynamic modes using the transfer function
Table 3. Damping ratio, natural frequencies, damped natural frequencies and 13
maximum exceedance for phugoid and short period dynamic modes using
graphical data
Table 4. Some values for the dutch roll, spiral mode and roll mode obtained using the 14
transfer function
Table 5. Some values for the dutch roll obtained using graphical data 14

III. LIST OF SYMBOLS

3.1 List of symbols

Symbol Definition Units

C Chord ft
c Viscous damping constant lb ∗ s
ft
𝑐̅ Mean geometric chord ft
𝑪𝒅 Section drag coefficient ---
𝑪𝒇 Flap or control Surface chord ft
𝑪𝟏 Coefficient in denominator of longitudinal transfer function ft
s3
𝑪𝟐 Coefficient in denominator of lateral-directional transfer ft
function s3
𝑪𝜶 Coefficient in numerator of angle-of-attack-to elevator ft
transfer function s4
𝑪𝜷 Coefficient of numerator of angle-of-sideslip-to aileron or ft
rudder s4
𝑪𝒖 Coefficient in numerator of speed-to-elevator transfer ft
function s5
𝑪𝜽 Coefficient in numerator of pitch-attitude-to-elevator ft
transfer function s5
𝑪𝝋 Coefficient in numerator of bank-angle-to-aileron or rudder ft
s5
𝑪𝑫 Drag Coefficient ---
𝑪𝑫𝟎 Drag Coefficient (Airplane) for zero angle of attack ---
𝑪𝑫𝟎 Drag Coefficient (Airplane) for zero lift coefficient ---
𝝏𝑪𝑫 Variation of airplane drag coefficient with angle of attack 1
𝑪𝑫𝜶 =
𝝏𝜶 rad
𝝏𝑪𝑫 Variation of airplane drag coefficient with stabilizer incidence angle 1
𝑪 𝑫𝒊 =
𝒉 𝝏𝒊𝒉 rad
𝝏𝑪𝑫 Variation of airplane drag coefficient with elevator deflection angle 1
𝑪𝑫𝜹𝒆 =
𝝏𝜹𝒆 rad
𝑪𝒍 Section lift coefficient ---

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 𝝏𝑪𝒍 Variation of section lift coefficient with angle of attack 1
𝑪𝒍 =
𝝏𝜶 rad
𝝏𝑪𝒍 Variation of section lift coefficient with control Surface deflection angle 1
𝑪𝒍𝜹 =
𝝏𝜹 rad
𝑪𝒍 Rolling moment coefficient (airplane) ---
𝑪𝒍𝟎 Rolling moment coefficient for zero sideslip angle and zero ---
control Surface deflection
𝝏𝑪𝒍 Variation of airplane Rolling moment coefficient with angle 1
𝑪𝒍𝜷 =
𝝏𝜷 of sideslip rad
𝝏𝑪𝒍 Variation of airplane Rolling moment coefficient with aileron 1
𝑪𝒍𝜹𝒂 =
𝝏𝜹𝒂 deflection angle rad
𝝏𝑪𝒍 Variation of airplane Rolling moment coefficient with rudder 1
𝑪𝒍𝜹𝒓 =
𝝏𝜹𝒓 deflection angle rad
𝝏𝑪𝒍 Variation of airplane Rolling moment coefficient with 1
𝑪𝒍𝒊 =
𝒉 𝝏𝒊𝒉 differential stabilizer angle rad
𝑪𝑳 Lift coefficient (airplane) ---
𝑪𝑳𝟎 Lift coefficient(airplane) zero angle of attack ---
𝑪𝑳𝜶 =
𝝏𝑪𝑳 Variation of airplane lift coefficient with angle of attack 1
𝝏𝜶
rad
𝑪𝑳𝒊 =
𝝏𝑪𝑳 Variation of airplane lift coefficient with stabilizer incidence angle 1
𝒉 𝝏𝒊𝒉
rad
𝑪𝑳𝜹𝒆 =
𝝏𝑪𝑳 Variation of airplane lift coefficient with elevator deflection angle 1
𝝏𝜹𝒆
rad
𝑪𝒎 Section pitching moment coefficient ---
𝑪𝒎𝟎 Section pitching moment coefficient at zero angle of attack ---
𝑪𝒎𝜶 =
𝝏𝑪𝒎 Variation of airplane pitching coefficient with angle of attack 1
𝝏𝜶
rad
𝑪𝒎𝒊 =
𝝏𝑪𝒎 Variation of airplane pitching coefficient with stabilizer 1
𝒉 𝝏𝒊𝒉
incidence angle rad
𝑪𝒎𝜹𝒆 =
𝝏𝑪𝒎 Variation of airplane pitching coefficient with elevator 1
𝝏𝜹𝒆
deflection angle rad
𝑪𝒏 Yawing moment coefficient (airplane) ---
𝑪𝒏𝟎 Yawing moment coefficient (airplane) at zero angle of attack ---
𝑪𝒏𝜷 =
𝝏𝑪𝒏 Variation of airplane yawing moment coefficient with angle 1
𝝏𝜷
of sideslip rad
𝑪𝒏𝜹𝒂 =
𝝏𝑪𝒏 Variation of airplane yawing moment coefficient with aileron deflection angle 1
𝝏𝜹𝒂
rad
𝑪𝒏𝒊 =
𝝏𝑪𝒏 Variation of airplane yawing moment coefficient with 1
𝝏𝒊𝒉
𝒉
stabilizer incidence angle rad
𝑪𝒏𝜹𝒓 =
𝝏𝑪𝒏 Variation of airplane yawing moment coefficient with rudder deflection angle 1
𝝏𝜹𝒓
rad
𝑪𝒚 Side force coefficient ---
𝑪 𝒚𝟎 Side force coefficient at zero angle of attack ---
𝑪𝒚𝜷 =
𝝏𝑪𝒚 Variation of airplane side force coefficient with sideslip angle 1
𝝏𝜷
rad
𝑪𝒚𝜹𝒂 =
𝝏𝑪𝒚 Variation of airplane side force coefficient with aileron deflection angle 1
𝝏𝜹𝒂
rad
𝑪𝒚𝜹𝒓 =
𝝏𝑪𝒚 Variation of airplane side force coefficient with rudder 1
𝝏𝜹𝒓
deflection angle rad
1 K factor ---
𝐾=
𝜋𝐴𝑅𝑒

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 IV. LIST OF EQUATIONS
3.2 List of Equations

#Eq. Equation Description Page

Eq.1 𝐹𝐴 = 𝐹𝐴𝑥 î + 𝐹𝐴𝑦 𝑗̂ + 𝐹𝐴𝑧 𝑘̂
⃗⃗⃗⃗ Total aerodynamic 6
force vector
Eq.2 𝐹𝑇 = 𝐹𝑇𝑥 î + 𝐹𝑇𝑦 𝑗̂ + 𝐹𝑇𝑧 𝑘̂
⃗⃗⃗⃗ Total thrust force 6
vector
Eq.3 𝑀𝐴 = 𝐿𝐴 î + 𝑀𝐴 𝑗̂ + 𝑁𝐴 𝑘̂
⃗⃗⃗⃗⃗ Total aerodynamic 6
moment vector
Eq.4 𝑀𝑇 = 𝐿 𝑇 î + 𝑀𝑇 𝑗̂ + 𝑁𝑇 𝑘̂
⃗⃗⃗⃗⃗ Total thrust 6
moment vector
Eq.5 ⃗ = 𝑃î + 𝑄𝑗̂ + 𝑅𝑘̂
𝜔 Airplane angular 6
velocity vector
Eq.6 𝑉𝑃 = 𝑈î + 𝑉𝑗̂ + 𝑊𝑘̂
⃗⃗⃗⃗ Airplane velocity 6
(true airspeed)
Eq.7 𝑔 = 𝑔𝑥 î + 𝑔𝑦 𝑗̂ + 𝑔𝑧 𝑘̂ Acceleration of 6
gravity
Eq.8 𝑚(𝑈 − 𝑉𝑅 + 𝑊𝑄) ̇= −𝑚𝑔 sin 𝜃 + 𝐹𝐴𝑥 + 𝐹𝑇𝑥 X component of the 6
force equations in
the airplane body-
fixed
Eq.9 𝑚(𝑉̇ − 𝑈𝑅 + 𝑊𝑃) = ̇ 𝑚𝑔 sin 𝛷 cos 𝜃 + 𝐹𝐴𝑦 + 𝐹𝑇𝑦 Y component of the 6
force equations in
the airplane body-
fixed
Eq.10 𝑚(𝑊̇ − 𝑈𝑄 + 𝑉𝑃) = ̇ 𝑚𝑔 cos 𝛷 cos 𝜃 + 𝐹𝐴𝑧 + 𝐹𝑇𝑧 Z component of the 6
force equations in
the airplane body-
fixed
Eq.11 𝐼𝑥𝑥 𝑃̇ − 𝐼𝑥𝑧 𝑅̇ − 𝐼𝑥𝑧 𝑃𝑄 + (𝐼𝑧𝑧 − 𝐼𝑦𝑦 )𝑅𝑄 = 𝐿𝐴 + 𝐿 𝑇 X component of the 6
moment equations
in the airplane
body-fixed
Eq.12 𝐼𝑦𝑦 𝑄̇ + (𝐼𝑥𝑥 − 𝐼𝑧𝑧 )𝑃𝑅 + 𝐼𝑥𝑧 (𝑃2 − 𝑅2 ) = 𝑀𝐴 + 𝑀𝑇 Y component of the 6
moment equations
in the airplane
body-fixed
Eq.13 𝐼𝑧𝑧 𝑅̇ − 𝐼𝑥𝑧 𝑃̇ + (𝐼𝑦𝑦 − 𝐼𝑥𝑥 )𝑃𝑄 + 𝐼𝑥𝑧 𝑄𝑅 = 𝑁𝐴 + 𝑁𝑇 Z component of the 6
moment equations
in the airplane
body-fixed
Eq.14 𝑃 = 𝛷̇ − 𝛹̇ sin 𝜃 X component of the 6
kinetic equations
Eq.15 𝑄 = 𝜃̇ cos 𝛷 − 𝛹̇ cos 𝜃 sin 𝛷 Y component of the 6
kinetic equations
Eq.16 𝑅 = 𝛹̇ cos 𝜃 cos 𝛷 − 𝜃̇ sin 𝛷 Z component of the 7
kinetic equations
Eq.17 𝑔𝑥 = −𝑔𝑠𝑖𝑛𝜃 X components of 7
the gravitational
acceleration in
Euler’s angles
Eq.18 𝑔𝑦 = 𝑔𝑠𝑖𝑛Φcosθ Y components of 7
the gravitational

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 acceleration in
Euler’s angles
Eq.19 𝑔𝑧 = 𝑔𝑐𝑜𝑠Φcosθ Z components of 7
the gravitational
acceleration in
Euler’s angles
Eq.20 𝐶𝐷 = 𝐶𝐷0 + 𝐶𝐷 𝐾𝐶𝑙 2 + 𝐶𝐷𝛿𝑒 𝛿 Total drag 7
𝑘𝐶𝑙2
coefficient
Eq.21 𝐶𝐿 = 𝐶𝐿0 + 𝐶𝐿∝ ∝ +𝐶𝐿𝛿𝑒 𝛿 Total lift coefficient 7
Eq.22 𝐶𝑚 = 𝐶𝑚0 + 𝐶𝑚∝ ∝ +𝐶𝑚𝛿𝑒 𝛿 + 𝐶𝑚𝑞 ( )
𝑞𝑏 Total moment 7
2𝑣
coefficient
Eq.23 𝑝𝑏
𝐶𝑙 = 𝐶𝑙𝛽 𝛽 + 𝐶𝑙𝛿𝑎 𝛿𝑎 + 𝐶𝑙𝛿𝑟 𝛿𝑟 + 𝐶𝑙𝑝 ( ) + 𝐶𝑙𝑟 ( )
𝑟𝑏 Total aerodynamic 7
2𝑣 2𝑣
pitching coefficient
Eq.24 𝐶𝑦 = 𝐶𝑦𝛽 𝛽 + 𝐶𝑦𝛿𝑟 𝛿𝑟 Total side force 7
coefficient
Eq.25 𝑝𝑏 𝑟𝑏 Total aerodynamic 7
𝐶𝑛 = 𝐶𝑛𝛽 𝛽 + 𝐶𝑛𝛿𝑎 𝛿𝑎 + 𝐶𝑛𝛿𝑟 𝛿𝑟 + 𝐶𝑛𝑝 ( ) + 𝐶𝑛𝑟 ( )
2𝑣 2𝑣 yawing moment
coefficient
Eq.26 𝑇 = 2𝜌𝐴𝑉𝑖 (𝑉𝑖 + 𝑉𝑣 ) Thrust provided by 10
a propeller driven
engine
Eq.27 𝑃 = 𝑇(𝑉𝑖 + 𝑉𝑣 ) Power provides by 10
a propeller driven
engine
Eq.28 𝑉𝑖 Root positive of Vi 10
3 2 3
𝑏3 𝑏𝑐 𝑑 𝑏3 𝑏𝑐 𝑑 𝑐 𝑏2
= √(− + + ) + √(− + + ) + ( − )
27𝑎3 6𝑎2 2𝑎 27𝑎3 6𝑎2 2𝑎 3𝑎 9𝑎2

3 2 3
𝑏3 𝑏𝑐 𝑑 𝑏3 𝑏𝑐 𝑑 𝑐 𝑏2
+ √(− + + ) − √(− + + ) + ( − )
27𝑎3 6𝑎2 2𝑎 27𝑎3 6𝑎2 2𝑎 3𝑎 9𝑎2
𝑏
−
3𝑎
Eq.29 ln 𝑀𝑝 Damping ratio
𝜁=
2
√(ln 𝑀𝑝 ) + 𝜋 2
𝜔𝑑
Eq.30 𝜔𝑛 = Natural frequency
√1−𝜁 2
Eq.31 𝜋 Damped natural
𝜔𝑑 =
𝑡𝑝 frequency
Eq.32 𝑐(𝑡𝑝 ) − 𝑐(∞) Maximum
𝑀𝑝 = exceedance
𝑐(∞)

V. INTRODUCTION

A flight simulator is a device that artificially re-creatres aircraft flight and the environment in which it flies,
for pilot training, design or other purposes. Developing a flight simulator includes replicating the
equations that govern how aircraft fly, how they react to applications of flight controls, the effects of other
aircraft systems, and how the aircraft reacts to external factors such as air density, turbulence, wind shear,
cloud precipitation and many other parameters [1].

We developed a flight simulator using Simulink® interface by making a complete dynamic analysis of the
Beechcraft Model 99, which is a twin-engine, unpressurized turboprop aircraft designed in the 1960s as replacement

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for the Beechcraft Model 18. We based our mathematical model in the stability and control theories described by Jan
Roskam [2].

Figure 1. Beechcraft Model 99.

Some data of our aircraft is shown below [3]:

B99
Powerplants Two 505 kW (680 shp) Pratt &
Whitney Canada PT6A28s
turboprops driving three blade
constant speed Hartzell propellers.
Performance Max cruising speed 460 km/h (247
kt). Initial rate of climb 2090 ft/min.
Range at max cruising speed 1665
km (900 nm), range at cruising
speed 1887 km (1019 nm).
Weights Empty equipped 2620 kg (5777 lb),
max takeoff 4944 kg (10,900 lb).
Dimensions Wing span 14.00 m (45ft 11in),
length 13.58 m (44 ft 7 in), height
4.38 m (14 ft 4 in).
Table 1. Some details of the Beechcraft Model 99 aircraft.
C99
Two 535 kW (715 shp) PT6A36s.
Max speed 496 km/h (268 kt) at 8000
ft, cruising speed at 8000 ft 461km/h
(249 kt). Range with max fuel and
reserves 1686km (910nm).
Operating empty 3040 kg (6700 lb),
max takeoff 5125 kg (11,300 lb).
Same except for wing span 13.98 m
(45ft 11in). Wing area 26.0 m2 (279.7
sq ft).

VI. MATHEMATICAL MODEL

6.1 Basic equations

Forces by vector components

Aerodynamic force and thrust components in a system relative to the airplane coordinate system:

𝐹𝐴 = 𝐹𝐴𝑥 î + 𝐹𝐴𝑦 𝑗̂ + 𝐹𝐴𝑧 𝑘̂

⃗⃗⃗⃗ (1)
𝐹𝑇 = 𝐹𝑇𝑥 î + 𝐹𝑇𝑦 𝑗̂ + 𝐹𝑇𝑧 𝑘̂
⃗⃗⃗⃗ (2)

Moments by vector components

Components of the rolling moments, pitching moments and yawing moment respect to the aerodynamic and thrust
forces:
𝑀𝐴 = 𝐿𝐴 î + 𝑀𝐴 𝑗̂ + 𝑁𝐴 𝑘̂
⃗⃗⃗⃗⃗ (3)
⃗⃗⃗⃗⃗
𝑀𝑇 = 𝐿 𝑇 î + 𝑀𝑇 𝑗̂ + 𝑁𝑇 𝑘̂ (4)

Velocities by vector components

For the angular velocity components roll rate, pitch rate and yaw rate respectively:

⃗ = 𝑃î + 𝑄𝑗̂ + 𝑅𝑘̂
𝜔 (5)

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Linear components of the velocities:

𝑉𝑃 = 𝑈î + 𝑉𝑗̂ + 𝑊𝑘̂
⃗⃗⃗⃗ (6)

Definitions of acceleration by vector components

𝑔 = 𝑔𝑥 î + 𝑔𝑦 𝑗̂ + 𝑔𝑧 𝑘̂ (7)

6.2 Equations of motion

There are twelve state equations: three for the velocity along the aircraft body axes (that can be replaced by
equations for the angle of attack, sideslip angle, and true airspeed), three equations for the rotational velocities along
the aircraft body axes, three equations which define the attitude of the aircraft relatively to earth, and three
equations that define position of the aircraft relative to earth.

For the force equations in the airplane body-fixed axis system XYZ:

𝑋: 𝑚(𝑈 − 𝑉𝑅 + 𝑊𝑄) ̇= −𝑚𝑔 sin 𝜃 + 𝐹𝐴𝑥 + 𝐹𝑇𝑥 (8)

𝑌: 𝑚(𝑉̇ − 𝑈𝑅 + 𝑊𝑃) = ̇ 𝑚𝑔 sin 𝛷 cos 𝜃 + 𝐹 + 𝐹 𝐴𝑦 𝑇𝑦 (9)
𝑍: 𝑚(𝑊̇ − 𝑈𝑄 + 𝑉𝑃) = ̇ 𝑚𝑔 cos 𝛷 cos 𝜃 + 𝐹𝐴𝑧 + 𝐹𝑇𝑧 (10)

For the moment equations in the airplane body fixed axis system XYZ:

𝑋: 𝐼𝑥𝑥 𝑃̇ − 𝐼𝑥𝑧 𝑅̇ − 𝐼𝑥𝑧 𝑃𝑄 + (𝐼𝑧𝑧 − 𝐼𝑦𝑦 )𝑅𝑄 = 𝐿𝐴 + 𝐿 𝑇 (11)

𝑌: 𝐼𝑦𝑦 𝑄̇ + (𝐼𝑥𝑥 − 𝐼𝑧𝑧 )𝑃𝑅 + 𝐼𝑥𝑧 (𝑃2 − 𝑅2 ) = 𝑀𝐴 + 𝑀𝑇 (12)
𝑍: 𝐼𝑧𝑧 𝑅̇ − 𝐼𝑥𝑧 𝑃̇ + (𝐼𝑦𝑦 − 𝐼𝑥𝑥 )𝑃𝑄 + 𝐼𝑥𝑧 𝑄𝑅 = 𝑁𝐴 + 𝑁𝑇 (13)

For the kinematic equations:

𝑋: 𝑃 = 𝛷̇ − 𝛹̇ sin 𝜃 (14)
𝑌: 𝑄 = 𝜃̇ cos 𝛷 − 𝛹̇ cos 𝜃 sin 𝛷 (15)
𝑍: 𝑅 = 𝛹̇ cos 𝜃 cos 𝛷 − 𝜃̇ sin 𝛷 (16)

Having known the values for U, V and W, now we can use an orthogonal transformation in order to get the
following relations to determine the flight path of the airplane:

𝑈1 𝑥′̇ cos Ψ − sin Ψ 0 cos 𝜃 0 sin 𝜃 1 0 0 𝑈

[ 𝑉1 ] = [𝑦′̇] [ sin Ψ cos Ψ 0] [ 0 1 0 ] [0 cos Φ − sin Φ] [ 𝑉 ]
𝑊1 𝑧′̇ 0 0 1 − sin 𝜃 0 cos 𝜃 0 sin Φ cos Φ 𝑊

6.3 The components of the gravitational acceleration

The components can be written as functions of Euler’s angles:

𝑔𝑥 = −𝑔 sin 𝜃 (17)
𝑔𝑦 = 𝑔 sin Φ cosθ (18)
𝑔𝑧 = 𝑔 cos Φ cosθ (19)

6.4 Steady State Forces and Moments

The following equations were used in the aerodynamic block:

Total drag:
𝐶𝐷 = 𝐶𝐷0 + 𝐶𝐷𝑖 + 𝐶𝐷𝛿𝑒 𝛿𝑒 (20)

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Total lift:
𝐶𝐿 = 𝐶𝐿0 + 𝐶𝐿∝ ∝ +𝐶𝐿𝛿𝑒 𝛿e (21)

Aerodynamic pitching moment:

𝑞𝑏
𝐶𝑚 = 𝐶𝑚0 + 𝐶𝑚∝ ∝ +𝐶𝑚𝛿𝑒 𝛿 + 𝐶𝑚𝑞 ( ) (22)
2𝑣

Aerodynamic rolling moment:

𝑝𝑏 𝑟𝑏
𝐶𝑙 = 𝐶𝑙𝛽 𝛽 + 𝐶𝑙𝛿𝑎 𝛿𝑎 + 𝐶𝑙𝛿𝑟 𝛿𝑟 + 𝐶𝑙𝑝 ( ) + 𝐶𝑙𝑟 ( ) (23)
2𝑣 2𝑣

Side force:
𝐶𝑦 = 𝐶𝑦𝛽 𝛽 + 𝐶𝑦𝛿𝑟 𝛿𝑟 (24)

Aerodynamic yawing moment:

𝑝𝑏 𝑟𝑏
𝐶𝑛 = 𝐶𝑛𝛽 𝛽 + 𝐶𝑛𝛿𝑎 𝛿𝑎 + 𝐶𝑛𝛿𝑟 𝛿𝑟 + 𝐶𝑛𝑝 ( ) + 𝐶𝑛𝑟 ( ) (25)
2𝑣 2𝑣

VII. IMPLEMENTATION IN SIMULINK®

We implemented our mathematical model in the Simulink® interface as indicates the next Figure. Our flight
simulator receives data from a joystick simulating the changes in the control surfaces, and send data to the
FlightGear software in order to visualize the movements of the aircraft. Turbulence is not considered.

Figure 2. General view of the flight simulator.

The block below shows how we connected the gamming joystick which controls the aircraft.

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 Figure 3. Pilot Joystick block.

The mathematical model was implemented in the next block shown in Figure 4. We considered the forces due to the
gravity of the earth, the engine and the aerodynamic forces. The main block is the 6DOF (Six Degrees of Freedom)
from the Aerospace blockset. This block has two inputs, forces and moments sums, previously calculated based in our
mathematical model, and twelve outputs, which are:

 Velocity vector in earth axis.

 Position vector in earth axis.

 Euler angles (𝜙, 𝜃, 𝜓).
 Direction Cosine Matrix from earth to body axis.
 Velocity vector in body axis.

 Angular velocity vector.

 Angular acceleration vector.

 Acceleration vector in body axis.

Figure 4. Aircraft model.

The gravity block computes the three components of the gravity force depending on the aircraft position.

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 Figure 5. Gravity block

The engine block computes the thrust, which depends on the velocity of the aircraft, the power of the engine and the
air density, which this last one depends on the altitude. We added the ISA Atmosphere Model block in order to
obtain the air density depending on the altitude. The engine power is controlled by the user through the joystick.

Figure 6. Engine block

It was necessary to calculate the thrust of the motor so it was calculated inside the motor frame using equation 26.
To determine 𝑉𝑖 , equation 27 was needed to calculate the real positive roots of the equation:

𝑇 = 2𝜌𝐴𝑉𝑖 (𝑉𝑖 + 𝑉𝑣 ) (26)

𝑃 = 𝑇(𝑉𝑖 + 𝑉𝑣 ) (27)

A third order equation was obtained and then, coefficients a, b, c and d were calculated:
𝑃
𝑉𝑖3 + 2𝑉𝑉 𝑉𝑖2 + 𝑉𝑉2 𝑉𝑖 − =0
2𝐴𝜌
Formula 28 was used to determine the positive root:
3 2 3
𝑏3 𝑏𝑐 𝑑 𝑏3 𝑏𝑐 𝑑 𝑐 𝑏2
𝑉𝑖 = √(− + + ) + √(− + + ) +( − ) +
27𝑎3 6𝑎2 2𝑎 27𝑎3 6𝑎2 2𝑎 3𝑎 9𝑎2

3 2 3
√(− 𝑏3 𝑏𝑐 𝑑 𝑏3 𝑏𝑐 𝑑 𝑐 𝑏2 𝑏
+ + ) − √(− + + ) +( − ) − (28)
27𝑎3 6𝑎2 2𝑎 27𝑎3 6𝑎2 2𝑎 3𝑎 9𝑎2 3𝑎

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 Figure 7. Thrust block

The aerodynamic block computes forces coming from the velocities of the aircraft, stability and control derivatives,
the primary and secondary flight control deflections, angular rates, angle of attack and sideslip angle. The block
implemented is shown below.

Figure 8. Aerodynamic Forces block

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 Figure 9. CD block (equation 20) Figure 10. CL block (equation 21)

Figure 11. Cm block (equation 22) Figure 12. Cl block (equation 23 )

Figure 13. Cy block (equation 24) Figure 14. Cn block (equation 25)

VIII. MODEL VALIDATION

For validating the simulation implemented in Simulink, some test were performed in order to corroborate data from
the simulator and aircraft data specifications. The first test was the maximim velocity setting full power and holding
altitude with the elevator. Since the test was performed with a pilot Joystick, the altitude couldn’t be holded as

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constant. Nevertheless between the ranges of 4900 ft and 5100 ft the maximum velocity reached was 247 knots
(Figure 8) which is the same as the specified in [3].

Figure 15. Graph of Velocity in function of time obtained from the Simulink flight simulator model.

Due to the dififulty of holding altitude with a pilot joysitck, other parameters like aircraft response, maximum
ceiling and turning rate where compared with a more precise comercial flight simulator (Flight Simulator X TM) and
similar data and responses were obtained based on the cockpit instruments.

Figure 16. Flight Simulator XTM Beechcraft 99 model test flights.

IX. DYNAMIC MODE ANALYSIS

We define the damping ratio, natural frequency, damped natural frequency and maximum exceedance as follows
[4]:
ln 𝑀𝑝
𝜁= 2
(29)
√(ln 𝑀𝑝 ) +𝜋2

𝜔𝑑
𝜔𝑛 = (30)
√1−𝜁 2

𝜋
𝜔𝑑 = (31)
𝑡𝑝

𝑐(𝑡𝑝 )−𝑐(∞)
𝑀𝑝 = (32)
𝑐(∞)

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 Figure 17. Definition of c in function of t.

7.1 Longitudinal Transfer Function

Phugoid
The long-perioid phugoid mode involves a combination of kinetic and potential energy. In this mode the aircraft,
constantly climbs and then slows down losing altitude while picking up speed. The motion is usually of such a long
period that it doesn´t need to be highly damped for piloted aircraft.

Short Period
The short-period mode is a usually heavy damped oscillation with a period of only a few seconds. The motion is a
rapid pitching of the aircraft about the center of gravity. The period is so short that the speed does not have time to
change, so the oscillation is essentially an angle-of-attack variation.
The same procedure that was executed with phugoid is now implemented to obtain the dynamic mode parameters
of the short period.

Through the transfer function it is possible to know the values for the natural frequencies and damping ratios of the
dynamic modes. The mathematical analysis is presented as follows.
Factored angle of attack to elevator transfer function

Using the transfer function [2]:

𝐺(𝑠) = 451.8346(𝑠 2 + 4.8509𝑠 + 25.0149)(𝑠 2 + 0.0119𝑠 + 0.0090)

Dynamic Modes Damping Ratio Natural Frequency [rad/s]

Phugoid 0.0119 𝜔𝑛 = √(0.0090) = 0.09468329
𝜁= = 0.062718
2 ∗ √(1)(0.0090)

Short Period 4.8509 𝜔𝑛 = √(25.0149) = 5.001489

𝜁= = 0.484945
2 ∗ √(1)(25.0149)

Table 2. Damping ratio and natural frequencies for phugoid and short period dynamic modes using the transfer function [2].

Using the graphical data:

Dynamic Maximum Damped Natural Damping Ratio Natural Frequency

Modes Exceedance Frequency [rad/s] [rad/s]
Phugoid 152.6 − 135 𝜋 ln 0.1304 0.2538
𝑀𝑝 =
135
= 0.1304 𝜔𝑑 = = 0.2538 𝜁= = 0.5441 𝜔𝑛 = = 0.3025
152.6 √(ln 0.1304)2 + 𝜋2
√1 − 0.54412

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 22.24 − 12.42 𝜋 ln 0.7907 14190
Short Period 𝑀𝑝 =
12.42
= 0.7907 𝜔𝑑 =
22.24
= 1.4151 𝜁= = 0.0746 𝜔𝑛 = = 1.4191
√(ln 0.7907)2 + 𝜋 2 √1 − 0.07462

Table 3. Damping ratio, natural frequencies, damped natural frequencies and maximum exceedance for phugoid and short period dynamic
modes using graphical data.

Figure 18. Change in velocity with respect to time for phugoid parameters estimation.

Figure 19. Change in angle of attack to estimate short period parameters..

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7.2 Lateral-directional Transfer Function

Roll mode
 As the plane rolls, the wing going down has an increased α (wind is effectively “coming up” more at the
wing).
 Opposite effect for other wing.
 There is a difference in the lift generated by both wings, more on the side going down.
 The differential lift creates a moment that tends to restore the equilibrium.

Figure 20. Roll mode.

Spiral mode
 From level flight, consider a disturbance that creates a small roll angle φ > 0.
 This results in a small side-slip v (vehicle slides downhill) – Now the tail fin hits on the oncoming air at an
incidence angle β → extra tail lift → yawing moment.
 The positive yawing moment tends to increase the side-slip → makes things worse.

 If unstable and left unchecked, the aircraft would fly a slowly diverging path in roll, yaw, and altitude ⇒ it
would tend to spiral into the ground.

Figure 21. Spiral mode.

Dutch roll
 Frequency similar to longitudinal short period mode, not as well damped (fin less effect than the horizontal
tail).
 Consider a disturbance from straight-level flight
o Oscillation in yaw ψ (fin provides the aerodynamic stiffness).
o Wings moving back and forth due to yaw motion result in oscillatory differential Lift/Drag (wing
moving forward generates more lift).

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 o Oscillation in roll φ that lags ψ by approximately 90°.
o Forward going wing is low.
 Oscillating roll → sideslip in direction of low wing.

Figure 22. Dutch Roll.

Using the transfer function [2]:

𝐺(𝑠) = 435.9557𝑠(𝑠 + 3.2716)(𝑠 + 0.0249)(𝑠 2 + 0.1335𝑠 + 3.5119)

Dynamic Modes Damping Ratio Natural Frequency Time constant

[rad/s] [s]
Dutch Roll 𝜁 = 0.0356 𝜔𝑛 = 1.8740 ---

Spiral mode --- --- 𝜏=

1
= 40.1606
0.0249
Roll mode --- --- 𝜏=
1
= 0.3057
3.2716

Table 4. Some values for the dutch roll, spiral mode and roll mode obtained using the transfer function [2].

Using the graphical data:

Dynamic Maximum Exceedance Damped Natural Damping Ratio Natural Frequency

Modes Frequency [rad/s] [rad/s]

Dutch Roll 9.64 − 3.3 3𝜋 ln 1.9212 1.7453

𝑀𝑝 = = 1.9212 𝑤𝑑 = = 1.4130 𝜁=
√(ln 1.9212)2 +𝜋2
= 0.2035 𝑤𝑛 = = 1.4432
3.3 22.24 √1 − 0.19812

Table 5. Some values for the dutch roll obtained using graphical data.

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 Figure 23. Roll rate vibratios with respect to time used to
calculate for the roll mode parameters.

Figure 24. Yaw rate vibratios with respect to time used to

calculate for the Dutch roll mode.

Figure 25. Roll rate vibratios with respect to time used to

calculate for the Spiral mode.

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 X. CONCLUSIONS
The implementation of all the equations governing the flight of an aircraft is something very complicated if we
consider the scope and duration of this course. Nevertheless, some considerations could be made in order to
simplify some computations. As final results, we compared our dynamic modes obtained using our flight simulator
to what Jan Roskam presents in his book [2] and we obtained many similarities so we can assume that our
considerations were right and the Simulink® interface give us a simple and easy-to-use tool to solve problems like
this.

We also learnt the importance of some parameters controlling the aircraft and influence of the control surface in its
stability.

XI. REFERENCES

[1] Flight simulator. Wikipedia, the free encyclopedia. From: https://en.wikipedia.org/wiki/Flight_simulator

[2] Roskam, J.; Airplane Flyght Dinamics and Automatic Flight Controls, Parts I t; DAR Corporation, 120 East
Ninth Street, Suite 2, Lawrence, Kansas, 66044, USA; 2001.

[3] Airliners. Beech 99 Airliner. From: http://www.airliners.net/aircraft-data/beech-99-airliner/66

[4] Ogata, K.;Modern Control Engineering,Third Edition; Pearson Educacion, Prentice-Hall, Inc,

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