Instituto Politécnico Nacional

Unidad Profesional Interdisciplinaria de Ingeniería Campus Guanajuato

Aircraft Simulation of Ryan Navion

Flight Dynamics

Ondrej Karas

Team:
Raúl Paz Aguilar pazzillo@hotmail.com

Carlos Nicasio Navarro carlos_alfredo_nicasio@hotmail.com

Arturo Martinez Flores arturo.mtz.flores@hotmail.com

Abstract.- The flight model of an aircraft was implemented for a flight simulator using
Simulink®. Simulation is able to get enough data and show in real time a flight simulation
of Ryan Navion, using FlightGear®.

The system was developed by taking in consideration de aircraft attitude and stability and
control derivatives of Ryan Navion, furthermore its behavior is described by the equations
founded in Airplane Flight Dynamics and Automatic Flight Controls by Jan Roskam.

Content

Symbols .................................................................................................................................. 5
Introduction ............................................................................................................................ 7
The flight simulator ............................................................................................................ 7
A brief History of Ryan Navion.......................................................................................... 7
Technical Information ......................................................................................................... 8
Mathematical Model ............................................................................................................. 11
Basic Equations................................................................................................................. 11
Forces by vector components acting in the aircraft ...................................................... 11
Moments by vector components acting in the aircraft ................................................. 12
Velocities by vector components .................................................................................. 12
Definitions of acceleration by vector components ....................................................... 12
Equations of motion .......................................................................................................... 12
Equations of Gravitational Acceleration ........................................................................... 13
Aerodynamics Forces and Moments at Steady ................................................................. 14
Simulink Implementation ..................................................................................................... 15
Performance Validation ........................................................................................................ 24
DYNAMIC MODES ANALYSIS ....................................................................................... 25
Longitudinal Dynamics Modes ......................................................................................... 26
Lateral Dynamic Modes .................................................................................................... 27
Conclusion ............................................................................................................................ 28
References ............................................................................................................................ 29
Appendices ........................................................................................................................... 30
Appendix 1 ........................................................................................................................ 30
Appendix 2 ........................................................................................................................ 34

List of Figures

Figure 1 L-17A ....................................................................................................................... 7

Figure 2 NA-145 ..................................................................................................................... 8
Figure 3 NACA 6410 R .......................................................................................................... 9
Figure 4 NACA 4415 R .......................................................................................................... 9
Figure 5 General view of flight simulator implemented in Simulink®. .............................. 16
Figure 6 6DOF (Euler Angles) in Simulink® ...................................................................... 16
Figure 7 Conversion Sub-System ......................................................................................... 17
Figure 8 Forces Sum Sub-System ........................................................................................ 18
Figure 9 Aerodynamics Forces subsystem .......................................................................... 19
Figure 10 Left: Drag coefficient operations Center: Side force coefficient operations Right:
Lift coefficient operation ...................................................................................................... 19
Figure 11 Gravity subsystem operat ..................................................................................... 20
Figure 12 Propeller engine system ....................................................................................... 21
Figure 13 Aerodynamics Moments subsystem ..................................................................... 21
Figure 14 Left: Roll coefficient operations Center: Pitch coefficient operations Left: Yaw
coefficient operations ........................................................................................................... 22
Figure 15 Thrust moments block .......................................................................................... 22
Figure 16 Joystick block implementation ............................................................................. 23
Figure 17 Programmed controls implementation ................................................................. 23
Figure 18 Crashing model system ........................................................................................ 24
Figure 19 Aircraft velocity at straight and level flight ......................................................... 25
Figure 20 Change in roll rate for phugoid analysis .............................................................. 26
Figure 21 Change in angle of attack for short period analysis ............................................. 26
Figure 22 Change in roll rate for roll mode analysis ............................................................ 27
Figure 23 Change in sideslip for spiral mode analysis ......................................................... 28
Figure 24 Change in yaw rate for Dutch roll mode analysis ................................................ 28

List of Tables

Table 1 General Characteristics .............................................................................................. 8

Table 2 Wing .......................................................................................................................... 9
Table 3 Vertical Tail ............................................................................................................. 10
Table 4 Propeller .................................................................................................................. 10
Table 5 Power Plant .............................................................................................................. 10
Table 6 Control Surfaces ...................................................................................................... 10
Table 7 Performance............................................................................................................. 11
Table 8 Mass Inertia ............................................................................................................. 11
Table 9 Flight Characteristics ............................................................................................... 11
Table 10 ................................................................................................................................ 26
Table 11 ................................................................................................................................ 27

List of Equations
Equation 1 ............................................................................................................................. 11
Equation 2 ............................................................................................................................. 12
Equation 3 ............................................................................................................................. 12
Equation 4 ............................................................................................................................. 12
Equation 5 ............................................................................................................................. 12
Equation 6 ............................................................................................................................. 12
Equation 7 ............................................................................................................................. 12
Equation 8 ............................................................................................................................. 12
Equation 9 ............................................................................................................................. 13
Equation 10 ........................................................................................................................... 13
Equation 11 ........................................................................................................................... 13
Equation 12 ........................................................................................................................... 13
Equation 13 ........................................................................................................................... 13
Equation 14 ........................................................................................................................... 13
Equation 15 ........................................................................................................................... 13
Equation 16 ........................................................................................................................... 13
Equation 17 ........................................................................................................................... 14
Equation 18 ........................................................................................................................... 14
Equation 19 ........................................................................................................................... 14
Equation 20 ........................................................................................................................... 14
Equation 21 ........................................................................................................................... 14
Equation 22 ........................................................................................................................... 14
Equation 23 ........................................................................................................................... 14
Equation 24 ........................................................................................................................... 15
Equation 25 ........................................................................................................................... 15
Equation 26 ........................................................................................................................... 17
Equation 27 ........................................................................................................................... 17
Equation 28 ........................................................................................................................... 17
Equation 29 ........................................................................................................................... 17
Equation 30 ........................................................................................................................... 17
Equation 31 ........................................................................................................................... 17
Equation 32 ........................................................................................................................... 20
Equation 33 ........................................................................................................................... 20
Equation 34 ........................................................................................................................... 25
Equation 35 ........................................................................................................................... 25
Equation 36 ........................................................................................................................... 25
Equation 37 ........................................................................................................................... 25
Equation 38 ........................................................................................................................... 26

Symbols

Symbols Defintion Units

C Chord 𝑓𝑡
c Viscous damping constant 𝑙𝑏 ∗ 𝑠
𝑓𝑡
c Mean geometric chord 𝑓𝑡
𝑪𝒅 Section drag coefficient
𝑪𝒇 Flap or control surface chord 𝑓𝑡
𝑪𝟏 Coefficient in denominator of longitudinal transfer 𝑓𝑡
function 𝑠3
𝑪𝟐 Coefficient in denominator of lateral directional 𝑓𝑡
transfer function 𝑠3
𝑪𝜶 Coefficient in numerator of angle of attack to 𝑓𝑡
elevator transfer function 𝑠4
𝑪𝜷 Coefficient in numerator of angle of sideslip to 𝑓𝑡
aileron or rudder 𝑠4
𝑪𝒖 Coefficient in numerator of speed to elevator transfer 𝑓𝑡
function 𝑠5
𝑪𝜽 Coefficient in numerator of pitch altitude to elevator 𝑓𝑡
transfer function 𝑠5
𝑪𝝋 Coefficient in numerator to bank angle to aileron or 𝑓𝑡
rudder 𝑠5
𝑪𝑫 Drag coefficient
𝑪𝑫𝟎 Drag coefficient for zero angle of attack
𝑪𝑫𝟎 Drag coefficient for zero lift coefficient
𝝏𝑪𝑫 Variation of airplane drag coefficient with angle of 1
𝑪𝑫𝜶 = attack
𝝏𝜶 𝑟𝑎𝑑
𝝏𝑪𝑫 Variation of airplane drag coefficient with stabilizer 1
𝑪𝑫𝒊 = incidence angle
𝒉 𝝏𝒊𝒉 𝑟𝑎𝑑
 𝝏𝑪𝑫 Variation of airplane drag coefficient with elevator 1
𝑪𝑫𝜹𝒆 = deflection angle
𝝏𝜹𝒆 𝑟𝑎𝑑
𝑪𝒍 Section lift coefficient
𝝏𝑪𝒍 Variation of section lift coefficient with angle of 1
𝑪𝒍𝜶 = attack
𝝏𝜶 𝑟𝑎𝑑
𝝏𝑪𝜹 Variation of section lift coefficient with control 1
𝑪𝒍𝜹 = surface deflection angle
𝝏𝜶 𝑟𝑎𝑑
𝑪𝒍 Rolling moment coefficient (airlplane)
𝑪𝒍𝟎 Rolling moment coefficient for zero sideslip angle
and zero control surface deflection
𝝏𝑪𝒍 Variation of airplane rolling moment coefficient with 1
𝑪𝒍𝜷 = angle of sideslip
𝝏𝜷 𝑟𝑎𝑑
𝝏𝑪𝒍 Variation of airplane rolling moment coefficient with 1
𝑪𝒍𝜹𝜶 = aileron deflection angle
𝝏𝜹𝜶 𝑟𝑎𝑑
𝝏𝑪𝒍 Variation of airplane rolling moment coefficient with 1
𝑪𝒍𝜹𝒓 = rudder deflection angle
𝝏𝜹𝒓 𝑟𝑎𝑑
𝝏𝑪𝒍 Variation of airplane rolling moment coefficient with 1
𝑪𝒍𝒊 = differential stabilizer angle
𝒉 𝝏𝒊𝒉 𝑟𝑎𝑑
𝑪𝑳 Lift coefficient of airplane
𝑪𝑳𝟎 Lift coefficient of airplane at zero angle of attack
𝝏𝑪𝑳 Variation of airplane lift coefficient with angle of 1
𝑪𝑳𝜶 = attack
𝝏𝜶 𝑟𝑎𝑑
𝝏𝑪𝑳 Variation of airplane lift coefficient with stabilizer 1
𝑪𝑳𝒊 = incidence angle
𝒉 𝝏𝒊𝒉 𝑟𝑎𝑑
𝝏𝑪𝑳 Variation of airplane lift coefficient with elevator 1
𝑪𝑳𝜹𝒆 = deflection angle
𝝏𝜹𝒆 𝑟𝑎𝑑
𝑪𝒎 Section pitching moment coefficient
𝑪 𝒎𝟎 Section pitching moment coefficient at zero angle of
attack
𝝏𝑪𝒎 Variation of airplane pitching coefficient with angle 1
𝑪 𝒎𝜶 = of attack
𝝏𝜶 𝑟𝑎𝑑
𝝏𝑪𝒎 Variation of airplane pitching coefficient with 1
𝑪 𝒎𝒊 = stabilizer incidence angle
𝒉 𝝏𝒊𝒉 𝑟𝑎𝑑
𝝏𝑪𝒎 Variation of airplane pitching coefficient with 1
𝑪 𝒎𝜹 𝒆 = elevator deflection angle
𝝏𝜹𝒆 𝑟𝑎𝑑
𝑪𝒏 Yawing moment coefficient of airplane
𝑪 𝒏𝟎 Yawing moment coefficient of airplane at zero angle
of attack
𝝏𝑪𝒏 Variation of airplane yawing moment coefficient 1
𝑪 𝒏𝜷 = with angle of sideslip
𝝏𝜷 𝑟𝑎𝑑
𝝏𝑪𝒏 Variation of airplane yawing moment coefficient 1
𝑪 𝒏𝜹 𝜶 = with aileron deflection angle
𝝏𝜹𝜶 𝑟𝑎𝑑
𝝏𝑪𝒏 Variation of airplane yawing moment coefficient 1
𝑪 𝒏𝒊 = with stabilizer incidence angle
𝒉 𝝏𝒊𝒉 𝑟𝑎𝑑
 𝝏𝑪𝒏 Variation of airplane yawing moment coefficient 1
𝑪 𝒏𝜹 𝒓 = with rudder deflection angle
𝝏𝜹𝒓 𝑟𝑎𝑑
𝑪𝒚 Side force coefficient
𝑪𝒚𝟎 Side force coefficient at zero angle of attack
𝝏𝑪𝒚 Variation of airplane side force coefficient with 1
𝑪𝒚𝜷 = sideslip angle
𝝏𝜷 𝑟𝑎𝑑
𝝏𝑪𝒚 Variation of airplane side force coefficient with 1
𝑪𝒚𝜹𝜶 = aileron deflection angle
𝝏𝜹𝜶 𝑟𝑎𝑑
𝝏𝑪𝒚 Variation of airplane side force coefficient with 1
𝑪𝒚 𝜹 𝒓 = rudder deflection angle
𝝏𝜹𝒓 𝑟𝑎𝑑
𝟏 k factor
𝒌=
𝝅𝑨𝑹𝒆

Introduction
The flight simulator
A flight simulator is a program that represents the response of an aircraft to certain flight
conditions. This program applies the main physical
government equations, which is a guarantee to be sure
that we are getting the correct behavior of the aircraft.

A brief History of Ryan Navion

The Navion was originally designed at the end of
World War II by North American Aviation as the NA-
143. It was designed for the civilian market but also
attracted the interest of the United States Army Air Forces. The Army Air Force ordered 83
of the NA-154 version, designated the L-17A, to be used as a liaison aircraft, personnel and
cargo carrier, and trainer.

Figure 1 L-17A

Ryan Aeronautical Company acquired the design in 1948, and built approximately 1,200
examples over the following three years.

TUSCO took over production of the Navion in the mid-1950s, manufacturing D, E and F
models with a variety of enhancements including tip tanks and flush rivets. Navion
Rangemaster aircraft were manufactured from 1961 to 1976.
 Technical Information

General Characteristics
Crew 1
Capacity 3 passengers
Length 27 ft 6 in (8.38 m)
Height 8 ft 8 in (2.64 m)
Empty weight 1,930 lb (875 kg)
Table 1 General Characteristics

Figure 2 NA-145

Wing
Area 184 sq ft (17.1 m2)
Wingspan 33 ft 5 in (10.19 m)
Sweep 2° 59 ft 46 inch
Aspect Ratio 6.04
Taper Ratio 0.54
MAC 5.7 ft
Diedral 7.5°
Incidence root +2°
 Incidence tip -1°
Airfoil tip NACA 6410 R
Airfoil root NACA 4415 R
Table 2 Wing

Figure 3 NACA 6410 R

Figure 4 NACA 4415 R

 Vertical Tail
Area (above horizontal estabilizer) 12.5 ft^2
Airfoil root NACA 0013.2
Airfoil tip NACA 0012.04
Fin offset 2°
Table 3 Vertical Tail

Propeller Characteristics
Diameter 84 inch
Number of blades 2
Since force Factor 100
Table 4 Propeller

Power Plant
Continental engine Model 10520B
HP rating 285 at take off at 2700 rpm

Table 5 Power Plant

Control Surfaces

Surface Area (ft^2) Deflection (°) Cf/α

Flaps 83.6 40 0.24
Stabilizer 30 - -
Elevator 14.1 Up 30° 0.23
Aileron 5.4 Down 20° 0.18
Rudder 6 15° 0.391 base
0.453 tip
Table 6 Control Surfaces

Performance

Maximum speed 174 mph (280 km/h; 151 kn)

Cruise speed 170 mph (274 km/h; 148 kn)

Range 595 mi (517 nmi; 958 km)

Service ceiling 18,000 ft (5,500 m)
Rate of climb 1,250 ft/min (6.4 m/s)
Take-off run 400 ft (120 m)

Landing run 468 ft (143 m)

M 0.158

Table 7 Performance

Mass Inertia

Gross weight 2948 pounds

Center of gravity 25% MAC
Ix 1284 slug-ft^2
Iy 2773 slug-ft^2
Iz 3235 slug-ft^2

Table 8 Mass Inertia

Flight Characteristics

ρ 0.05 slug/ft^3 a 5000ft

Velocity 240 ft/s TAS
Lift coefficients 0.28
Trust coefficient 0.023
q 36.78 lb/ ft2
Table 9 Flight Characteristics

Mathematical Model

Basic Equations

Forces by vector components acting in the aircraft

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

𝐹𝐴 = 𝐹𝐴𝑥 𝑖̂ + 𝐹𝐴𝑦 𝑗̂ + 𝐹𝐴𝑧 𝑘̂

⃗⃗⃗⃗ Equation 1
 𝐹𝑇 = 𝐹𝑇𝑥 𝑖̂ + 𝐹𝑇𝑦 𝑗̂ + 𝐹𝑇𝑧 𝑘̂
⃗⃗⃗⃗ Equation 2

Moments by vector components acting in the aircraft

Components of the rolling moments, pitching moments and yawing moments respect to the
aerodynamic thrust and forces:

𝑀𝐴 = 𝐿𝐴 𝑖̂ + 𝑀𝐴 𝑗̂ + 𝑁𝐴 𝑘̂
⃗⃗⃗⃗⃗ Equation 3

𝑀𝑇 = 𝐿 𝑇 𝑖̂ + 𝑀𝑇 𝑗̂ + 𝑁𝑇 𝑘̂
⃗⃗⃗⃗⃗ Equation 4

Velocities by vector components

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

⃗ = 𝑃𝑖̂ + 𝑄𝑗̂ + 𝑅𝑘̂

𝜔 Equation 5

Linear components of the velocities:

𝑉𝑃 = 𝑈𝑖̂ + 𝑉𝑗̂ + 𝑊𝑘̂

⃗⃗⃗⃗ Equation 6

Definitions of acceleration by vector components

𝑔 = 𝑔𝑥 𝑖̂ + 𝑔𝑦 𝑗̂ + 𝑔𝑧 𝑘̂ Equation 7

Equations of motion
The motion of an aircraft can be described by twelve state equations; which represent
velocity and rotational velocity along aircraft body axes and position and attitude relatively
to earth.

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

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

 𝑌: 𝑚(𝑉̇ − 𝑈𝑅 + 𝑊𝑃) = 𝑚𝑔 sin 𝜙 cos 𝜃 + 𝐹𝐴𝑦 + 𝐹𝑇𝑦 Equation 9

𝑍: 𝑚(𝑊̇ − 𝑈𝑄 + 𝑉𝑃) = 𝑚𝑔 cos 𝜙 cos 𝜃 + 𝐹𝐴𝑦 + 𝐹𝑇𝑦 Equation 10

For the moment equations in the airplane body-fixed axis system XYZ, we have:

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

𝑌: 𝐼𝑦𝑦 𝑄̇ + 𝐼𝑥𝑧 (𝑃2 − 𝑅 2 ) + (𝐼𝑥𝑥 − 𝐼𝑧𝑧 )𝑃𝑅 = 𝑀𝐴 + 𝑀𝑇 … (12) Equation 12

𝑍: 𝐼𝑧𝑧 𝑅̇ − 𝐼𝑥𝑧 𝑃̇ + 𝐼𝑥𝑧 𝑄𝑅 + (𝐼𝑦𝑦 − 𝐼𝑥𝑥 )𝑃𝑄 = 𝑁𝐴 + 𝑁𝑇 Equation 13

For the kinematic equations:

𝑋: 𝑃 = 𝜙̇ − 𝜓̇ sin 𝜃 Equation 14

𝑌: 𝑄 = 𝜃̇ cos 𝜙 − 𝜓̇ sin 𝜙 cos 𝜃 Equation 15

𝑍: 𝑃 = 𝜓̇ cos 𝜙 cos 𝜃 − 𝜃̇ sin 𝜙 Equation 16

From U, V and W it is possible to use orthogonal transformation in order to obtain the path
of the airplane.

𝑈1 𝑥̇ ′ cos 𝜓 −sin 𝜓 0 cos 𝜃 0 sin 𝜃 1 0 0 𝑈

[ 𝑉1 ] = [𝑦̇ ′ ] [ sin 𝜓 cos 𝜓 0] [ 0 1 0 ] [0 cos 𝜙 − sin 𝜙] [ 𝑉 ]
𝑊1 𝑧̇ ′ 0 0 1 − sin 𝜃 0 cos 𝜃 0 sin 𝜙 cos 𝜙 𝑊

Equations of Gravitational Acceleration

The components for the gravitational acceleration can be written as a function of Euler’s
angles:
 𝑔𝑥 = −𝑔 sin 𝜃 Equation 17

𝑔𝑦 = 𝑔 sin 𝜙 cos 𝜃 Equation 18

𝑔𝑧 = 𝑔 cos 𝜙 cos 𝜃 Equation 19

Aerodynamics Forces and Moments at Steady

The next following equations are used in aerodynamic block because they state the
behavior of an aircraft, and they include:

Total drag

𝐶𝐷 = 𝐶𝐷0 + 𝐶𝐷𝛿𝛼 𝛼 + 𝐶𝐷𝑖ℎ 𝑖ℎ + 𝐶𝐷𝛿𝑒 𝛿𝑒 Equation 20

Total lift

𝐶𝐿 = 𝐶𝐿0 + 𝐶𝐿𝛿𝛼 𝛼 + 𝐶𝐿𝑖ℎ 𝑖ℎ + 𝐶𝐿𝛿𝑒 𝛿𝑒 Equation 21

Aerodynamic pitching moment

𝐶𝑚 = 𝐶𝑚0 + 𝐶𝑚𝛼 𝛼 + 𝐶𝑚𝑖ℎ 𝑖ℎ + 𝐶𝑚𝛿𝑒 𝛿𝑒 Equation 22

Aerodynamic rolling moment

𝐶𝑙 = 𝐶𝑙0 + 𝐶𝑙𝛽 𝛽 + 𝐶𝑙𝛿𝛼 𝛿𝛼 + 𝐶𝑙𝛿𝑟 𝛿𝑟 Equation 23

Aerodynamic side force

 𝐶𝑦 = 𝐶𝑦0 + 𝐶𝑦𝛽 𝛽 + 𝐶𝑦𝛿𝛼 𝛿𝛼 + 𝐶𝑦𝛿𝑟 𝛿𝑟 Equation 24

Aerodynamic yawing moment

𝐶𝑛 = 𝐶𝑛0 + 𝐶𝑛𝛽 𝛽 + 𝐶𝑛𝛿𝛼 𝛿𝛼 + 𝐶𝑛𝛿𝑟 𝛿𝑟 Equation 25

Simulink Implementation

For developing flight simulator, a Simulink® model was used in order to show the flight
behavior of Ryan Navion in real-time. This model just considers straight and level flight
conditions without turbulent effects. Simulink model contains a block set which have all
applicable equations that mentioned before.

Aircraft data is obtained from a Matlab® script, this script contains constants values such
as general data, engine data, geometric parameters (ie. Wing parameters, control surfaces
parameters, etc.) and stability and control derivatives of the aircraft (See Appendix 1 for
further information). Also the Simulink® model uses control inputs as roll, pitch, yaw and
throttle from a joystick. In figure 5 we can appreciate a general view of the flight simulator.
Figure 5 General view of flight simulator implemented in Simulink®.

The main part of the flight simulator is a block from Aerospace blockset which let us
describe the motion of the aircraft in relation with the Euler angles. This blockset has two
inputs (Forces and moments sums) and twelve outputs as
follows:

• Velocity vector in earth axis.

• Position vector in earth axis.

• Euler angles (phi, theta, and psi).

• Direction Cosine Matrix from earth to body axis.

• Velocity vector in body axis. Figure 6 6DOF (Euler Angles)

in Simulink®
• Angular velocity vector.

• Angular acceleration vector.

• Acceleration vector in body axis.

To continue with the developing of the flight model, it is needed to create a new subsystem
block called “conversions” which let you obtain a relation for the angle of attack and the
sideslip angle with the velocity vector and the conversion of angular rates from the outputs
signal of the 6DOF blockset. This fact is achieved through the following equations and
figures.

The angle of attack and the sideslip angle defined as a function of components velocity.
 𝑣 Equation 26
𝛽 = 𝑎𝑡𝑎𝑛
𝑢

𝑤 Equation 27
𝛼 = asin
𝑉
The magnitude of the velocity vector

Equation 28
𝑉 = √𝑢2 + 𝑣 2 + 𝑤 2

The conversion of the angular rate

𝑝𝑖𝑛𝑏 Equation 29
𝑝=
2𝑣

𝑞𝑖𝑛𝑐 Equation 30
𝑞=
2𝑣

𝑟𝑖𝑛𝑏 Equation 31
𝑟=
2𝑣

Figure 7 Conversion Sub-System

Inputs of 6DOF were needed two new subsystems, one of them for the forces exerted due
to gravity, aerodynamics and thrust, and another for the resultant aerodynamic and thrust
moments.

These new subsystems were labeled as “Forces Sum” which includes other 3 subsystems
and “Moments Sum” which includes other 2 subsystems.

For Forces Sum, we found these following subsystems:

1. Aerodynamics Forces: to calculate drag, lift and side force coefficients and forces.

2. Gravity: to calculate gravity vector components from earth to body axis.

3. Thrust Forces: to calculate thrust, exerted by the propeller driven engine.

Figure 8 Forces Sum Sub-System

The “Aerodynamics Forces” subsystem includes values such as stability and control
derivatives, deflections of control surfaces, angular rates, angle of attack and sideslip angle.
This block uses equations from 20, 21 and 24. To implement correctly this block you must
remember derivatives are in terms of wind axis, so it is needed to add the transformation to
body axis.
The aerodynamic forces components, drag, lift and side force are obtained from its
coefficients and the correct parameters of angles and deflections. Therefore, the coefficients
are defined in wind axis equations of aerodynamic forces must modify in order to involve
the total lift coefficient and the Oswald efficiency factor which can be calculated in several
ways depending on the wing planform.

Also for the contribution of the angle of attack it was needed to stablish the stall limits from
the life curve of the airfoil used by the aircraft, furthermore de lift slope was obtained from
Roskam.

Figure 9 Aerodynamics Forces subsystem

Finally, aerodynamic forces can be known by multiplying each coefficient with the
dynamic pressure and the wing area, these results are defined in terms of the wind axis so a
change of reference frame will be needed.

Figure 10 Left: Drag coefficient operations Center: Side force coefficient operations Right: Lift coefficient
operation
For “Gravity” subsystem includes operations to find the components of weight in body
axis. This block includes a directive cosine matrix which is fed from 6DOF block.

Figure 11 Gravity subsystem operat

For “Thrust Forces” block, a model was developed in order to represent the behavior of
the propeller drive engine used by Navion Aircraft.

The propeller engine system works with momentum theory and it can obtain the engine
thrust from induced velocity and the following equations.

𝑇 = 2𝜌𝐴𝑉𝑖 (𝑉𝑖 + 𝑉𝑉 ) Equation 32

𝑃 = 𝑇(𝑉𝑖 + 𝑉𝑉 ) Equation 33
Figure 12 Propeller engine system

For Moments Sum, we found these following subsystems:

1. Aerodynamics Moments: to calculate rolling, pitching and yawing moment coefficients

and moments.

2. Thrust Moments: to calculate some moments produced by the thrust of the engine.

The “Aerodynamics Moments” block works in similar way to Aerodynamics Forces

block, it calculates coefficients and moments from equations 22, 23 and 25, the only
difference is the adding of a factor in those operations (wing span for rolling and yawing
moment and MAC for pitching moment).

Figure 13 Aerodynamics Moments subsystem

Figure 14 Left: Roll coefficient operations Center: Pitch coefficient operations Left: Yaw coefficient operations

Since some moments could be produced due to engine forces a “Thrust Moments” block
was created. In our case, Ryan Navion generates a moment due to propeller rotation. The
thrust moments subsystems contains an arrange of zeros given that the aircraft has its
engine aligned with its centerline.

Figure 15 Thrust moments block

To visualize the behavior of Ryan Navion, the Simulink® model was connected to a visual
interface called FlightGear®. The procedure to make this possible is shown at Mathworks
website (See references).
The aircraft’s control is given by a joystick or a programmed maneuvers contained in the
Aerospace blockset, there are two blocks for joystick control simulation one of them is
adaptable to the functionality of the joystick and the other one has predetermined ports that
directly connect to the joystick, taking the functions available for it (this block was used in
our simulation).

Figure 16 Joystick block implementation

Figure 17 Programmed controls implementation

Finally, a stop-simulation criteria was implemented. It uses the two following critical
conditions:

1. Aircraft crashing: The simulation stops if altitude stablished by the position vector is less
than zero.

2. Exceeding wing loading by gravitational acceleration: The simulation stops if wing

loading increases positively or negatively due to an abrupt change in lift and this value
exceeds the safe limit for the structure’s correct functionality.
 Figure 18 Crashing model system

Performance Validation
It was proposed two different ways for validating the previous aircraft simulation. These
tests were implemented to corroborate real aircraft information with data obtained from the
flight simulator.

The first test compares the maximum aircraft velocity in straight and level flight conditions.
The comparison was made by setting throttle to the maximum level and trying to keep
altitude at a constant value controlling the elevator. The results are shown in the following
figure.

Figure
The variation in the graph is due to due the altitude doesn’t maintain a constant value, but
we can appreciate that in certain time velocity begins to stabilize in value near to 540 kt.
This value is similar to the maximum aircraft speed shown in table 1.
Figure 19 Aircraft velocity at straight and level flight

The last test was performed using Flight Simulator X® by comparing aircraft response and
turning rate. Similar data were obtained from this software.

DYNAMIC MODES ANALYSIS

All information obtained from simulations let us be able to test different dynamics modes
of Ryan Navion and they were graphed through some scopes inside the dynamic modes
subsystem.

After running the simulations, damping ratio, natural frequency and time constant were
estimated in a graphical way for each dynamic mode using following equations. The
dynamics modes that we are talking were compared with values from appendix 2.

ln|𝑀𝑝 | Equation 34
𝜁=
2
√ln|𝑀𝑝 | + 𝜋 2

𝜋 Equation 35
𝜔𝑛 =
𝑇𝑝 √1 − 𝜁 2

𝜋 Equation 36
𝜔𝑑 =
𝑇𝑝

𝑀𝑎𝑥𝑖𝑚𝑢𝑚 𝑃𝑒𝑎𝑘 Equation 37

𝑀𝑝 =
𝑆𝑡𝑒𝑎𝑑𝑦 𝑠𝑡𝑎𝑡𝑒
 ln|𝑀𝑝 | Equation 38
𝜏=
2
√ln|𝑀𝑝 | + 𝜋 2

Longitudinal Dynamics Modes

Phugoid is has certain characteristics which includes change in altitude and airspeed as
well as varying in pitch. Results are obtained from

Figure 20 Change in roll rate for phugoid analysis

Short Period is a stable period in which we can expect a heavily damped oscillations,
constant airspeed and varying in angle of attack. Results are obtained from

Figure 21 Change in angle of attack for short period analysis

Results for Phugoid from Graphical Data Values from Appendix 2.

𝟗. 𝟐
𝑴𝒑 = = 𝟏. 𝟐𝟕
𝟕. 𝟐
𝐥𝐧|𝟏. 𝟐𝟕| 𝜁 = 0.0801
𝜻= = 𝟎. 𝟎𝟕𝟓𝟖
√𝐥𝐧|𝟏. 𝟐𝟕|𝟐 + 𝝅𝟐
𝝅 𝜔𝑛 = 0.2137
𝝎𝒏 = = 𝟎. 𝟐𝟏
𝟏𝟓√𝟏 − (𝟎. 𝟎𝟕𝟓𝟖)𝟐
𝝅
𝝎𝒅 = = 𝟎. 𝟐𝟏
𝟏𝟓
Table 10
Results for Short Period from Graphical Data Values from Appendix 2.
𝟐. 𝟒𝟓
𝑴𝒑 = = 𝟏. 𝟎𝟐𝟏
𝟐. 𝟒
𝐥𝐧|𝟏. 𝟎𝟐𝟏| 𝜁 = 0.6957
𝜻= = 𝟎. 𝟎𝟎𝟔𝟕
√𝐥𝐧|𝟏. 𝟎𝟐𝟏|𝟐 + 𝝅𝟐
𝝅 𝜔𝑛 = 3.6083
𝝎𝒏 = = 𝟎. 𝟐𝟔
𝟏𝟐√𝟏 − (𝟎. 𝟎𝟕𝟓𝟖)𝟐
𝝅
𝝎𝒅 = = 𝟎. 𝟐𝟔
𝟏𝟐
Table 11

Lateral Dynamic Modes

Roll Mode is produced when a semi wing goes down and its angle of attack increase in
such a way that a difference in lift is generated producing at same time a moment which
tends to restore the equilibrium of the aircraft. Results are obtained from figure 25.

Spiral Mode considers a disturbance that creates a small roll angle, it produces a side slip.
If the aircraft is unstable, it would fly with nose diverging to the path roll. Results are
obtained from figure 26.

Dutch Roll Mode can start in the following sequence: yaw + roll to the right, return to
center, overshoot yaw + roll to the left, and so on. In some aircraft the use of a yaw damper
is mandatory in order to make it stable. Results are obtained from figure 27.

Figure 22 Change in roll rate for roll mode analysis

Figure 23 Change in sideslip for spiral mode analysis

Figure 24 Change in yaw rate for Dutch roll mode analysis

Results for Dutch Roll from Graphical Data Values from Appendix 2
𝑴𝒑 = 𝟏. 𝟐
𝐥𝐧|𝟏. 𝟐| 𝜁 = 0.204
𝜻= = 𝟎. 𝟎𝟓𝟖
√𝐥𝐧|𝟏. 𝟐|𝟐 + 𝝅𝟐
𝝅 𝜔𝑛 = 2.385
𝝎𝒏 = = 𝟎. 𝟑𝟏𝟓
𝟏𝟎√𝟏 − (𝟎. 𝟎𝟕𝟓𝟖)𝟐
𝝅
𝝎𝒅 = = 𝟎. 𝟑𝟏𝟒
𝟏𝟓

Results for Spiral Mode from Graphical Values from Appendix 2

Data
𝟏 𝜏 = 0.0088
𝝉= = 𝟎. 𝟎𝟔𝟑
𝟏𝟔

Results for Roll Mode from Graphical Data Values from Appendix 2
𝟏 𝜏 = 8.43
𝝉= = 𝟎. 𝟕𝟗𝟒
𝟏. 𝟐𝟔

Conclusion
We can conclude on the basis of the procedure followed during the semester for the project
realized that the purpose of the project is to obtain knowledge that will help us to work in
the development of aircraft.
The design of aircraft requires tools that are sometimes complicated to apply. With this
project we come closer to a more realistic model of development referring to the design.

In the process of creating the model we learn to make assumptions about the possible
causes for one or another behavior, and by trial and error we noticed particularly the
adverse results of increasing/decreasing airspeed, angle of attack, moment coefficients, and
engine forces when the inputs are out of range.

We know that in the development of an aircraft it is extremely important to avoid errors

before the construction of an aircraft. This is why simulations are required which for a
company reduce costs and reduce possible errors.

In another semesters the comparision was between roskam and the simulation, but in this
case due that the aircraft is not included in the roskam we investigated the other parameters
and constants necessary for the analisis.

References
[1] Roskam, J.; Airplane Design, Parts I through VIII; Design, Analysis and Research
Corporation, 120 East Ninth Street, Suite 2, Lawrence, Kansas, 66044, USA; 1990.

[2] Ryan Navion Technical Information. From:

http://jsbsim.sourceforge.net/NASA_CR-96008.pdf

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

Inc.

[4] Aircraft Lateral Dynamics: Spiral, Roll and Dutch Roll Modes. From:

https://ocw.mit.edu/courses/aeronautics-and-astronautics/16-333-aircraft-
stability-and-control-fall-2004/lecture-notes/lecture_8.pdf

[5] MathWorks. Work with the flight simulator interface.

https://www.mathworks.com/help/aeroblks/working-with-the-flight-simulator-
interface.html

[6] Aircraft Engine Thrust Calculations. From:

http://www.allstar.fiu.edu/aero/Propulsion2.htm
Appendices

Appendix 1
%-----GENERAL CHARACTERISTICS-----

%%%%
T = 0.1; %integration step

Lenght= 8.38; %m

Height= 2.64; %m

EWeight= 875; %kg Empty weight

Vcruise=240; %ft/s

%rhoH=5000; %ft

%---------Wing----------

S=17.1; %m^2 Surface

b=10.19; %m span
AR= 6.04;

lambda= 0.54; %Taper ratio

%------Horizontal Tail----
Sht=43; %ft^2 Surface
ARht=4;
lambdaht=0.67;

%-----Vertical Tail----
Svt=12.5; %ft^2

%-----Propeller Characteristics---
D=7; % ft Diameter
SFF= 100; %Since Force Factor

%-----Power Plant------

Power=285; %HP

omega=2700; %rpm

%----Performance---

Vmax=174; %mph Max. Speed

Vcruise=170; %mph Cruise speed

Range=595; %millas

SCeil= 18000; %ft Service Seiling

Rclimb= 1250; %ft/min Rate of climb

Takeoffrun=400; %ft

Landingrun=468; %ft

M=0.158; %Mach Number

%----Mass Inertia---

g=32.17405; %ft/s^2

m=2948; %lb Groos Weight

CG=0.25; % 25% MAC

Ix=1284; %slug-ft^3

Iy=2773; %slug-ft^3

Iz=3235; %slug-ft^3
Ixx=1284; %slug-ft^3

Izz=3235; %slug-ft^3

Iyy=2773; %slug-ft^3

%----Flight Characteristics

H0=3000;

rho= 0.00204509; %slug/ft^3 density at 5000 ft

V0=100; % ft/s

CL=0.28;

CT=0.023; %Trust coefficient

q=36.78; %lb/ft^2

%--Longitudinal Dynamic Derivatives

CL0=0.41;

CLa=4.44;

CLdE=0.355;

CD0=0.05;

Cma=-0.683;

Cmq=-9.96;

%--Lateral Directional Dynamics Derivatives

CYB=-0.546;

CYdr=0.157;

ClB=-0.074;

Clp=-0.410;

Clr=0.107;

CldA=0.1342;

Cldr=0.0118;

CnB=0.0701;

Cnp=-0.0575;

Cnr=-0.125;

CndA=-0.00346;

Cndr=-0.0717;
Appendix 2