1. Report No. 2. Government Accession No. 3. Recipient's Catalog No.

NASA CR-2144
4. Title and Subtitle 5._Report Date
l)ecemoer 1972

AII_CHAFT tIANI)LING QUALITIES DATA

6. Performing Organization Code

7. Author(s) 8. Performing Organization Report No.

Robert K. tleff!cy and Wayne F. Jewell

Technical Report 1004-1
10. Work Unit No.

9. Performing Organization Name and Address

Systems Technology, Inc. 11. Contract or Grant No.

ttawthmme, Califon_ia 90250
NAS 4-1729

13. Type of Report and Period Covered

12. Sponsoring Agency Name and Address

Contractor Report

National Aeronautics m_(t Space A(ln_inistration 14. Sponsoring Agency Code

Washington, I).C. 20546

15. Supplementary Notes

16. Abstract

Available information on weight and inertia, aerodynamic derivatives,

control characteristics, and stability augmentation systems is documented

for 10 representative contemporary airplanes. Data sources are given

for each airplane. Flight envelopes are presented and dimensional deriv-
ativcs, transfer functions for control inputs, and several selected handling

qualities parameters have been computed and are tabulated for 10 different
flight conditions including the power approach configuration. The airplanes
documented are the NT-a3A, F-104A, F-4C, X-15, HL-10, Jetstar,

CV-880M, B-747, C-5A, andXB-70A.

17. Key Words (Suggested by Author(s)) 18. Distribution Statement

Unclassified- Unlimited
llandling qualities, transfer functions, stability
derivatives, airplanes, control systems

21. No. of Pages 22. Price*

19. Security Classif. (of this report} 20. Security Classif. (of this page)

Unclassified Unclassified 343 $6.00

' For sale by the National Technical Information Service, Springfield, Virginia 22151
 TABIZ OF COI_TERTS

I. INTRODUCTION . • I

ii. NT-33A • • • • • • • • • •

III. F- IO_A . . . 32

IV. F-4C • • • • . . 61

v. x-15 • • • • . . Io8

VI. HL-IO • • • • • • 137

VII. LOCKHEED JETSTAR • . . 1 66

viii. CONVAIR 880M . • • • 193

D{. BOEING 747 • • • . . 210

x. C-_A .... • . . 2_3

XI. XB-70A • • • • • • 273

APPENDIX A. AXIS SYSTEMS, SYMBOLS, COMPUTER MNEMONICS,

AND DERIVATIVE DEFINITIONS .... • . A-I

APPENDIX B. TRANSFORMATION OF STABILITY AXIS

DERIVATIVES TO BODY AXIS ...... .... B-I

APPENDIX C. EQUATIONS OF MOTION AND TRANSFER FUNCTIONS . . . • C-I

iii
 SECTION I

INTRODUCTION

The purpose of this document is to provide handling qualities investi-

gators with readily usable data on several representative contemporary air-

craft. Included are those data required to obtain transfer functions relating

the aircraft's response to control inputs. An analytical description of the

aircraft's stability augmentor is also given.

For those aircraft for which complete information was available, the

following summarizes the contents and presentation:

7. Flight conditions for which computations are made

including:

a. Configtu_ations (e.g., fuel load_ flaps,

gear, etc.)
b. Mach/altitude combinations

2. General arrangement

3- Control system description

4. Stability augmentation description

5- Tabulations and/or plots of non-dimensional stability

derivatives for trimmed flight

6- Dimensional, mass, and flight condition parameters

7- Dimensional stability derivatives

8. Transfer functions for control inputs

9" Selected_andling qualities parameters

10. Data sources

A page number cross index is presented in Table I-1.

The intention has been to make this report completely self-consistent

insofar as symbols, nomenclature, definitions, etc. The system used is

described in three appendices. Appendix A covers axis systems, symbols

and notation, and definitions of nondimensional and dimensional stability

derivatives. Appendix B gives the axis system transformations for the

derivatives. Appendix C includes the aircraft equations of motion and

transfer functions used herein.

X

<_ o_ _ _
_ _ _o_ _ aa

o_ _ _o _ _ _''_'"

. _. . _
 The aircraft considered in this report span a wide range of sizes, speeds,

and uses. In each case_ transfer functions and handling qualities parameters

were computed for flight conditions which were selected to cover the flight

regimes of interest. A nominal configuration (generally cruise) was picked

for all up and away flight conditions. For this nominal configuration, plots

of trimmed non-dimensional aerodynamic force and moment coefficients are

presented. Also, in most cases, a power approach case is presented along

with a tabulation of aerodynamic coefficients. The coefficients are based

on rigid wind tunnel data 3 estimated flexible data_ or flight test results,

depending upon availability. This is indicated by the words "rigid, "

"flexible," and "flight" on each aero data plot. Also, the axis system is

indicated by "stability" for a body-fixed stability axis system or 'body"

for a body-fixed system aligned with the F.R.L. (Further clarification of

axis systems used is given in Appendix A.) Descriptions of control systems

and stability augmentation systems are given along with transfer functions.

Where a longitudinal control system has a significant effect on the equations

of motion (as with a bobweight) the stick-free transfer functions and handling

qualities are given.

Transfer functions are always given for body axis motion quantities.

Handling qualities parameters are also given in the body axis. All accelera-

tion transfer functions (a z and 4) are for the pilot's position. Thrust

transfer functions do not include any engine response characteristics.

A substantial portion of this report is in the form of computer printout.

The mnemonics used in this printout are defined in Appendix A.

The handling qualities parameters given in this report represent only a

small fraction of those developed over the years. The majority presented here

are used in past and present versions of MIL-F-8785. Although only SAS-off

values are shown, the definitions given in Appendix A are general and could

be used in conjunction with the HAS-on transfer functions to yield SAS-on

handling qualities parameters.

While complete coverage of each aircraft including only the "latest" and

'_oest" data would be desirable, the major criterion used was that the data be

accessible to the author. This is why only isolated flight conditions are

given for some aircraft, and also why, as those people more intimately familiar

3
with each particular aircraft will recognize, the data presented may repre-
sent an early estimate in the design process and perhaps the "nominal config-
uration" is one which never left the drawing board. The data have been reviewed
and, although not all those presented indicate unquestionable trends, those
data known to be based on only early "guesstimates" or showing unreasonable
trends have been deleted. In somecases data were estimated by the author.
As to how well the data can be expected to match the flying aircraft, it is
assumedthat those for whomthis document is intended knowwell the difficulties
of obtaining derivatives from flight test data. Every attempt has been made
to insure reliable translation, interpretation, and transcription of the data
from their source documents.

The manufacturers of the aircraft described herein can not be held account-
able for the information presented, nor would they be bound to concur in any
conclusions with respect to their aircraft which might be derived from its use.

4
 -33A ACXSXOmm

"The NT-33A variable stability airplane (Serial No. 51-4120)

is an extensively modified T-33 jet trainer. The elevator,
aileron and rudder controls in the front cockpit are disconnected
from their respective control surfaces and have been connected
to separate servomechanisms that make up an 'artificial feel'
system. In addition, the elevator, aileron and rudder control
surfaces have been connected to individual servos which can be
driven by a number of different inputs. These servos receive
their electrical inputs from the artificial feel system (pilot's
commands, position or force), attitude and rate gyros, accelero-
meters, dynamic pressure, _ vane and _ probe. This arrangement,
through a response-feedback system, allows the normal T-33
derivatives to be augmented to the extent that the handling
qualities of many existing airplanes, future airplanes or hypo-
thetical research configurations, can be simulated. The original
T-33 nose section has been replaced with the larger nose of an
F-94 to provide the volume required for the electronic components
of the response-feedback system and the recording equipment."*

Transfer functions are given for only the primary surfaces and engine

thrust although the NT-33A also has other control surfaces and a range of con-

trol crossfeed and feedback combinations.

Aerodynamic data, for the most part, was taken from AFFDL-TR-70-71. However,

longitudinal data for the high lift configuration was obtained from LAL 1 27

andMach number derivatives from NACA-RM-7116.

6
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 NT-33A
PITCH AXIS

Variable Variable
Feel Stability
Input Input

s z +.89s + 22.5 _]ST(in) ----] _.3

-I0 _._ Be(rod)
FST(Ib) _..026

ROLL AXIS

Variable Variable
Feel Stability
Input Input

FLAT (ib) I OST _,n I0 _a(rad)

sT

YAW AXIS

Variable Variable
Feel Stability
Input Input

I
FpED(Ib)_ 78 I_PED(in) = I _._
2.34 _. 8r(rad)

Feel system parameter values shown correspond

to the "Front Seat Engage" mode (normal NT-33)

Figure 11-3. NT-33A Control System

9
 TABLE 11-I

Power_oach Non-Dimensional Stability Derivatives

h = sea level

VTo = 228 ft/sec = 139 kt

oo = 2.2 °

Longitudinal Lateral-Directional

( Stability Axis )

cL = .813 cy0 = -.72/r

cD = .139 Cn_ = .049/rad

CLm = 5.22/rad C_0 = --.127/rad

CD_ = .94/rad C_p = -.O7/rad

% = --.401/rad C_p = -.045/rad

Cmq : -mo/raa C_r = .20/rad

: Cnr = --.16/rad

CL5e = .34/rad Cn5 a = --.O09/rad

Cm6e = -.89/rad C_5 a = .14/rad

CYSr = .17/rad

Cnsr = -.O73/rad

C_5 r = -.OO2/rad

10
 ' SL NT-33A
14 w
.... 20,000 ft 13700 Ib
------ 40,O00ft .263
12 B
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8 D

6
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4- 4 Rigid
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..... 20,O00ft
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I I I I
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-1.2 --"-- 40,O00ft .263_
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14
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"21 2 _ 3 6 8 4 i
0

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..... 20,O00ft
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-.2

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15
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(rod "l )
.2 NT-33A
Rigid

I I I I
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Mach

Moch
.2 .4 .6 .8
0o
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(rad-i) -.4 --

SL NT-33A
..... 20,O00ft 13700 Ib
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Rigid

.2
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0 I I I I
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17
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0 I t l

-.2

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c.tp
(rod "I)
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Boa

- - SL NT-S3A
..... 20,O00ft 137001b
--- "-"- 40,000 ft Stability Axis
Rigid

.O4

0
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(rod "l)
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-.04

-,08
 SL NT-33A
• 20,000 ft 13700 Ib
------- 40,O00ft Stability Axis
Rigid
.3-

C._r_
Cn r
(rad "l)
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40,O00ft Stability Axis
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0 I I I I
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Mach

.01

Mach
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0
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(rod -j )

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¢
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2O
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Mach
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, SL NT-33A
m
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---- _- 40,O00ft Stability Axis
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 NT-33A DATA SOURCES

Hall, G. Warren, and Ronald W. Huber, System Description and

Performance Data for the USAF/CAL Variable Stability T-33
Airplane, Air Force Flight' D_nsmics Laboratory Rept. No.
AFFDL TR-70-71, Aug. 1970

Tests of a I/5 Scale Wind Tunnel Model of the TP-80C Trainer,

Lockheed Aerodynamics Laboratory Rept. No. LAL 127, Jan. 23, 1948

Cleary, Joseph W., and Lyle J. Gray, High Speed Wind-Tunnel Tests
of a Model Pursuit Airplane and Correlation with Flight-Test
Results, NACA-RM-7116, .Jan. 21, 1948

Statler, Irving C., et al, The Development and Evaluation of the

CAL/Air Force Dyuamic Wind Tunnel Testing System_ Part l--
Description and Dynamic Tests Of an F-80 Model, A_'_'DL-TR-66-153,
Feb. 1967

Flight Manual_ USAF Series T-33A Aircraft, T. O. IT-33A-I.

31
SECTION III

F-IO4A

32
 F- 104A BACKGROD'AID

The F-IO4A is a single place_ lightweight_ supersonic air superiority

fighter powered by a single turbojet engine with afterburner. The wing has

a full span leading edge flap. Trailing edge flaps have a blowing-type

boundary layer control system. Control is provided by conventional ailerons

and rudder and an all-movable stabilizer. Pitch_ roll_ and yaw dampers are

incorporated_ however their effect is not shown here. Pitch and roll con-

trols are fully irreversible while the yaw control is a cable-actuated rudder

without boost. A bobweight is used in the longitudinal feel system. Its

position is assumed to be at the pilot's location.

The primary source of data was LR 10794. Drag information was obtained

from LR-12873.

The nominal configuration used here is the combat loading for the F-]O4A

based on actual weight and balance data. The PA configuration is a typical

loading at flight manual approach speeds.

33
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35
 F-104A
PITCH AXIS
8SsAs(rad)

G
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i

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F LAT --I I
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I _!
i 2,,4
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2.0

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1.0

o, I I I I I
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Mac h

Figure 111-3. F-IO4A Control System

36
Power Approach Non-Dimensional Stability Derivatives

h = sea level

VTo = 287 ft/sec = 170 kt

_o = 2"3°

_s = --7.1°

Longitudinal Lateral-Directional

(Stability Axis )

CL = .735
Cyp = -1.17/rad

% = .263
cn6 = .5o/r_
CL= = 3.44/tad C2p = --.175/tad

CDa = .45/rad
C_p = --.285/tad

Cm_ = -.6_/ra_ Cnp = --.14/rad

Cma = --I.6/rad C_r = .26_/rad

Cmq = ->.8/ra_ Cn r = --.7_/rad

Cg_s = .68/tad Cnsa = .O0_2/rad

Cm_s = --1.4g/rad C£5a = .039/rad

Cy_r = .2OS/ra_

C_Sr : .045/rad

C_ r = --.16/rad

CY_d = • 0325/rad

CnSd = --.025/tad

Cg5 d = -.O044/rad

37
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59
 F- 104A DATA SOURCES

Stabi? [ty and Control and Handling Qualities_ F-IO4A, Lockheed Rept.
No. LR 10794, 12 Dec. 1955

Andrews, William H., and Herman A. Rediess, Flight-Determined Sta-

bility and Control Derivatives of a Supersonic Airplane with a
Low Aspect-Ratio Unswept Wing and a Tee-Tail, NASA Memo 2-2-59H,
A!or. '1959

Performance t F-IO4D, Lockheed Rept. No. LR-12873, I May 1958

Flight Manualt F-IO4A and F-IO4B USAF Series Aircraft, T. O. IF-IO4A-I,

15 Dec. 1961

Technica ! Manual t Flight Controls t USAF Series F-IO4A and F-I04C

Aircraft, T. O. 1F-104A-2-8, 15 Mar. 1960

6O
SECTION IV

F-4C

61
 F-_C BAC_DROUND

The F-4C is an Air Force tactical fighter whose primary mission is

all-weather air-to-air missile combat. Lateral control is achieved by

ailerons in combination with spoilers on a swept wing. A swept stabilator

provides longitudinal stability and control. Directional stability and

control is accomplished through a conventional fin-rudder combination.

Landing speed is reduced by full span leading edge flaps and inboard plain

trailing edge flaps in conjunction with blowing-type boundary layer control

(BLC). Boundary layer control is automatically induced when full flap

deflection occurs.

Features distinguishing the USAF F-4C from its Navy counterpart, the

F-4B, are:

• Lack of drooped ailerons with flaps down resulting in

higher landing speeds.

• Dual flight controls resulting in slightly increased

control system inertia.

• Wing bumps to house larger main gear wheels resulting

in a slight drag increase.

Data included here was obtained primarily from MAC Report No. 9842.

Special emphasis is placed on the longitudinal control system because of

its relative complexity when compared to other aircraft. Figure IV-4 has

been addqd to help illustrate this system. Also, care has been taken to
0

retain s_m% of the control system nomenclaure used by the manufacturer,

e.g., qB and PBF (see Fig. IV-5).

The Stability Augmentation block diagrams are shown in Fig. IV-7. The

roll SAS described is not included in lateral directional SAS on transfer

functions since it is faded out with the lateral control stick out of neutral

position.

62
 _p

:d

q-i

O
O

,--I

@
O

(9 O <.9

m o o

(9 o o
.p .,q
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.r4

68
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,-I

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o .o
II II

.Q
II

IU

64
 F-4C
PITCH AXIS
_SsAs (rad)
Feel System
I _ Gearing / Actuator

.0569qePsF 18sT(in)_ _ 8s(rad)

FST(Ib__ _-_.0369s 2 +.208s

+ .OI57qBPBF -*
,:_1 I _'-_I- _ -I°_'+'1
_-- See Fig and for feel system details

Bobweight

az ts---_-
_) of JtB= 39.3 ft

ROLL AXIS
8OsAs (rad)

Feel Spring Gearing /

_;T,,_ -I 2"961 =1_ i-_ Spoiler

Sa(rad)

-__ 8sp( ra d )
AR! Gain
CLEAN O ,/
C38r {-.46 SAS OFF PA ARI

= _-.69 SAS ON
__r I___-- <_rAm(rod)
_-:1_
YAW AXIS 8rARl(rad) 3rsAs (rad)

\ / Rudder
Feel Spring Gearing \ / Flexure

.._j_'_ SPED(i n) .___.J__

8r(rad)
_"_°_'_- I _ I _I _ I- _ - l""txl -
_-- See Fig
K mR G air

V<235KIAS 36.61b/in -11.5deg/in

V>220KIAS 8.51b/in -6.5deg/in

Figure IV-3. F-hC Control System

65
 ID

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C O
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66
 .6

qB
q -4C
/ _---- 35,00Oft 389:)4 Ib
.... 55,00Oft .289

I I I I 1
O0 4 8 12 1.6 2.0
Mach

J.I m

1.0-
PBF

(ft z)

I I I L 1 I
0 .4 .8 1.2 1.6 2.0
Mach

60k

40k Viscous Damper Off Stop

h 3.03 Ib/in/sec
"l//f/[_ I
(ft)
Viscous Domper On Stop
20k b=_

I I I I I
SLo" .4 .8 1.2 1.6 2.0
Mach

Figure IV-5. F-4C Feel System }arameters

6?
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I _o.
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I,I.

68
 F-4C

PITCH SAS

E} (rad/sec) _1 .15s
_SsAs(rad)
- I s+l

ROLL SAS

PG(rad/sec) _I -.265 I _--- 8asAs(rad)

P6 = P (Roll rate gyro assumed aligned with FRL)

Note." Roll GAS faded out with lateral control

out of neutral

YAW SAS

rG (radlsec)
_I ,s
_1 S+'5
_rsAs (rad)

ay' (ftlsecz)
I .0168 I--
rG = r cos(-I.5 °) +p sin (-I.5 °)
I

ay = ay + 9.9 _"-.391b

Yaw rate gyro inclined 1.5° below FRL and

lateral accelerometer at ES. 198.0and W.L.23.0

Figure IV- 7. F-4C Stability Augmentation

69
 TABLE IV- I

F-_C

Power A_roach Non-Dimensional 8tability Derivatives

h = sea level

VTo = 230 ft/sec = 136 kt

% = 11.7°

_s = -9 .1°

Longitudinal Lateral-Directional

(Stability Axis )

CL = .915 Cy6 : --.655/rad

CD = .242
Cnl3 : .199/rad

CL_ : 2.8/rad C26 = -.156/rad

CD_ = .555/rad C£p = --.272/rad

Cm_ - .098/rad Cnp = -.013/rad

Cm& - .95/rad C_r = .20_/rad

Cmq = -2.0/rad Cnr = -.320/rad

CL5 s = .24/rad CYSa = --.0359/rad]

Spoiler
C-mss = --.322/tad Effects
Cnsa = --.O041/rad I Included
CD5 s = --.14/rad = .o 7/r aj
CYSr = .124/rad

Cnsr = --.072/rad

C_5 r = --.O009/rad

70
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 F-4C DATA SOURCES

Bonine, W. J., et al, Model F/RF-4B-C Aerodynamic Derivatives,

MAC Report 9542, I0 Feb. 1964

Crawford, W. N., and G. Nadler, Static and Dynamic Control System

Characteristics for the F-4 Aircraft, MAC Rept. F21_, 16 Dec. 1966

Bridges, B. C., Calculated Longitudinal Stability and Performance

Characteristics of the F-hB/C/D/J' and RF-hB/C Aircraft plus the
AN/ASA-32H Automatic Flight Control System, MAC Rept F934,
19 Apr. 1963

Bridges, B. C., Calculated Lateral-Directional Stability and Perfor-

mance Characteristics of the F-4B/C/D/J and RF-4B/C Aircraft plus
the AN/ASA-32H Automatic Flight Control System, MAC Rept. F935,
3 May 1968

NATOPS Flight Manual_ Navy Model F-4B Aircraft, NAVAIR 01-245 FDB-I,
I Nov. 1966

107
SECTION V

X-15

108
 X- 15 BACKGROUND

The X-]_ is a single-place, rocket-powered airplane designed for flight

at hypersonic speeds and extreme altitudes. The airplane is carried aloft

under the right wing of a B-52 and is launched at an altitude of about

45_000 ft and a Mach number of about 0.80. After launch_ the X-J5 performs

a powered flight mission_ followed by a deceleration glide prior to vectoring

for a landing. With this operational technique, the airplane is capable of

attaining a Mach number of 6 and can be flown to and recovered from an altitude

in excess of 300_000 feet.

Flights to high altitudes have been made with all three of the X-J5

airplanes in two configurations: the basic and the ventral off. The basic

configuration is considered here.

Aerodynamic control is provided through conventional aerodynamic surfaces_

with vertical surfaces used for yaw control and the horizontal tail for both

pitch and roll control. All of the aerodynamic control surfaces are actuated

by irreversible hydraulic systems. Control force is provided by bungee for

pilot feel. A conventional center stick is used for pitch and roll control_

and rudder pedals are used for yaw control; however_ a side-located stick is

provided for control of pitch and roll in high-acceleration environments at

the option of the pilot. Most of the X-15 missions have been made with the

side stick_ although the pilots used the center stick on their first flights.

Only the center stick control is shown here.

The augmentation system shown in this report consists of angular rate

feedback loops about all three axes. In addition to the normal p -_$a roll

SAS loop_ there is an r -_5 a feedback known as the YAR loop. The gains for

each SAS loop are manually set by the pilot. The SAS-on transfer functions

given for this airplane assume maximum gain settings for each loop. This may

not have been realistic for actual flights.

The flight conditions considered for this airplane are all for straight

and level trimmed flight. This is definitely unrealistic for this airplane_

however_ the intent here is to show general speed and altitude variation

effects.

109
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 X -15

PITCH AXIS
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BPED(inLI 2.3
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12.2

Figure V-3. X-15 Control System

112
 X-15

PITCH SAS

_(rad/sec) .75 SssAs(rad)

ROLL-YAW-YAR SAS

Roll Gain

p (rad/sec) BasAs(rad)

Yar Gain

Yaw Gain

r (rad/sec) .3O BVSAs(rad)

Note:

Gains variable in 10% increments of the

maximum values which are shown above.
(e.g. roll gains selectable are .05,.I0,.15,
.2_0, .25, .30, .35, .40, .45, and .50)

Figure V-4. X-15 Stability Augmentation

1 13
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135
 X-I 5 DATA SOURCES

Revised Basic Aerodynamic Characteristics of X-15 Research Airplane, North

American Aviation, Inc. Report No. NA-59-12033 August 19_9.

Osborne, Robert S., Stability and Control Characteristics of a O.0667-Scale

Model of the Final Version of the North American X-15 Research Airplane
(Configuration 3) at Transonic Speeds, NASA TMX-758, April 1963.

Franklin, Arthur E. and Robert M. Lust, Investigation of the Aerodynamic

Characteristics of a O.067-Scale Model of the X-15 Airplane _ConfigurA-
tion 3) at Mach Numbers of 2.29_ 2.98_ and 4.65, NASA TM X-38,
November 1959.

Penland, Jim A. and David E. Fetterman, Jr., Static Longitudinal t Directional,

and Lateral Stability and Control Data at a Mach Number of 6.83 of the
Final Configuration of the X-15 Research Airplane, NASA TMX-236,
April 1960.

Tunnell, Phillips J. and Eldon A. Latham, The Static and D_mamic-Rotar_

Stabilit_ Derivatives of a Model of the X-15 Research Airplane at Macb
Numbers from 1.55 to 3-50, NASA Memo 12-23-58A, January 19_9.

Hopkins_ Edward J., David E. Fetterman, Jr. and Edwin J. Saltzman, Comparison
of Full-Scale Lift and Drag Characteristics of the X-I} Airplane With
Wind-Tunnel Results and Theory, NASA TM X-71 33 March 1962.

Walker, Harold J. and Chester H. Wolowicz, Theoretical Stability Derivatives

for the X-15 Research Airplane at Supersonic and H_personic Speeds
Includin_ a Comparison With Wind-Tunnel Results, NASA TMX-287,
August 1960.

Yancey, Roxanah B., Flight Measurements of Stability and Control Derivatives

of the X-I_ Research Airplane to a Mach Number of 6.02 and an Angle of
Attack of 25 °, NASA TN D-2532, November 1964.

Saltzman, Edwin J. and Darwin J. Garringer, Summary of Full-Scale Lift and

Drag Characteristics of the X-15 Airplane, NASA TN D-3343, March 1966.

Taylor, Lawrence W._ Jr. and George B. Merrick, X-_5 Air_lane Stability
Augmentation System, NASA TN D-1157, March 1962.

Tremant, Robert A., Operational Experiences and Characteristics of the X-15

Flight Control System, NASA TN D-1402, December 1962.

136
SECTION VI

HL-IO

137
 EL- I 0 BACKGROUND

The HL-IO is one of a number of lifting body research vehicles. The

airplane is typically launched from a B-52 at 0.8Mach and 4_,000 feet.

In numerous glide and powered flights the HL-IO has been flown in excess

of 1.8 Mach and 90,000 feet.

Following problems involving the loss of roll-control effectiveness,

the leading edge of the tip fins was modified. This became known as the

Mod II configuration. The information contained here is for the Mod II

HL-IO.

Pitch and roll control is obtained by elevons and yaw control by a

conventional rudder. A subsonic or a transonic configuration is selected

using combinations of speed brakes_ elevon flaps, and tip fin flaps. These

combinations are specified in Fig. VI-I.

The stability augmentation system consists of angular rate feedback loops

about all three axes.

The flight conditions shown correspond to actual flight test points.

138
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 HL-IO

PITCH AXIS

(_eSAS(rad)
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I _ST (in.) G
-_)_ (_e (rad)
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6.5 57.3

!
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I
ST (Ib) _ _o(rad)
FLAT I 2.7 Gearing _,_

YAW AXIS

8UsAs(rad)

FpED(Ib) (Sr (rod)

22.2

Figure Vl-3. HL-IO Control System

141
 HL-I0

PITCH SAS

(rad/sec)
_eSA S

ROLL SAS

p(rad/sec)
8aSAs

YAW SAS

r (rad/sec)
= s 7"._,3 _ arsAs
J .4s I

Figure VI-4. HL-IO Stability Augmentation

t42
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164
 HL- I0 DATA SOVRCES

I • Ladson, Charles L., and Acquilla S. Hill, Aerodynamics of a Model

of the HL-10 Flight Test Vehicle at Mach 0.35 to 1.80, NASA
TN D-6018, Feb. 1971

,
Pyle, Jon S., Lift and Drag Characteristics of the ML-IO Lifting
Body during Subsonic Gliding Flight, NASA TN D-6263, Mar. 1971

_°
Ware, George M., Full Scale Wind Tunnel Investigation of the Aero-
dynamic Characteristics of the HL-IO Manned Lifting Entry
Vehicle, NASA TMX-1160, Oct. 1965-

165
166
 JETSTAR BACKGROUND

The Jetstar is a four engine utility transport. Controls consist of

conventional ailerons_ elevators_ and rudder. Ailerons and elevators are

mechanically actuated with hydraulic boost. The rudder is mechanically

activated but assisted by a servo tab.

The primary source of aerodynamic data was NASA CR-544. Power approach

aerodynamics were estimated using CR-544 and flight test data from

_TC-TDR-62-24C-140. The control system description was based solely on

flight test data from the latter reference.

167
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169
 JETSTAR

PITCH AXIS

FST(Ib)
I' I
-_ 52 + 2.95CI
8e (rad)

Note: Angle of attack effects on elevator

h/nge moment are neglected

ROLL AXIS

LAT
F ST (Ib) = 8a(rad)
.75_q
I

YAW AXIS

FpEo(Ib) -_ 8r (rad)

Figure VII-3. Jetstar Control System

170
 TABLE VII- ]

JETSTAR

Power Approach Non-Dimenslonal Stability Derivatives

h = sea level

VTo = 224 ft/sec = 132._ kt

% = 6._ o

Longitudinal Lateral-Directional

(Bod Ax±s)

CL = .737

CD = .O9_
Cn_ = .137/rad

= .O/rad C_ = --.IO3/rad

CD a = .7D/tad
C_p = -.37/rad

Cm_ = -.80/rad
Cnp = -.14/rad

Cm_ = --3.0/rad C_ r = .]I/rad

Cmq = _8.0/rad Cn r = --.T6/rad

CLSe = .4/rad Cn_a = --.O07_/rad

CruSe = --.81/rad C_Sa = .054/rad

CySr = .17_/rad

Cn5r = --.O63/rad

C_Sr = .O29/rad

171
 SL JETSTAR
20,000 ft 38204 Ib
40,O00ft

12-

I0--
_0

(deg) 8-

6-

4-

2-

I I I
0 o .2 .4 .6 .8
Mach

172
 -- OD

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173
 6-

CLa 5

(rad-i) 4

5 JETSTAR
38204 Ib
2

0 1 I I I
0 .2 .4 .6 .8
Mach

1.2

.8

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%%%,

0 I t I I
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Moch

174
 Mach
.2 .4 .6 .8
0o I I I I

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Cma

(rad "i )

SL JETSTAR
..... 20,O00ft 38204 Ib
---- ----- 40,O00ft .255

Mach
0 .2 .4 .6 .8
0 I ! I I

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Cm&,
Cmq

(rad-I)
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_'*'_:_) Cmq

-1.2

175
 CDM .08 t

(rod "l )
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Mach

Moch
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-'.2-
t

CM M -.3 -

(rod "l ) -.4 - I

"o 5

-6 -

SL JETSTAR
.... 20,O00ft 38204 Ib
- 40,O00ft .25_

176
 CL8 e
4 -

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CL8 e ,

Cm8 e

(rod'=) 0 ) I I I
.2 .4 .6 .8
Moch

.2

JETSTAR

-.4

-.6 n

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177
 Mach
0 .2 A .6 .8
0 I I J I

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Cy_
(rad -t)
2 5 3 8 4 6 9 " _,,_
-,8

SL JETSTAR
- - 20 O00ft 382041b
----- 40,O00ft Body Axis

.2

_-" -"_(_- -_ Cn B
.I
Cn_,
Cj_ Mach
•2 .4 .6 .8
(rod't) 0 I I I I

c_

:2

178
 Mach

00 .2I .4I .6I .8I

-.2

C,_p

(rad "I)
-.4

SL JETSTAR
-.6
..... 20,O00ft 38204. Ib
--- ---- 40,O00ft Body Axis

Mach
0 .2 .4 .6 .8
0 I i I I

-.04 -

Cnp

(rod "i)
-.08 --

-.12 -

179
 SL JETSTAR
• 20,O00ft 38204 Ib
---'---- 40,O00ft Body Axis

.2

C_r
C,t r ,
Cnr
(rod "i )
0 I I ! I
.2 .4 .6 .8
Moch

-.I

Cn r

-2

180
 SL JETSTAR
20,O00ft 58204 Ib
ill
40,000 ft Body Axis

.08

CYaa
(rod -I )
.04

I I I I
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Mach

Mach

0o ,2 4, ; 8,

Cns a -.01 --
(rod -l )

-.02 -

8a is deflection of aileron
on one slide only

181
 Cy8 r 2 5 3 846 ""_,o ._

(rod -I )

I I I 1
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Moch

Mach
.2 .4 .6 .8
0 o
I I I I

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Cn8 r
(rad "i )

-.08 -

' SL JETSTAR
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40,O00ft Body Axis

.04
C_8 r

(rod "l )

.02

0 I I I I
0 .2 .4 .6 .8
Mach

182
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191
 J_S_4J_ DATA SO_CES

Myers, Russell H., Jr., and Carl S. Cross, Jetstar Flight Evaluation,
Air Force Flight Test Center Rept No. FTC-TDR-62-24C-140, Feb. 1963

Clark, Daniel C., and John Kroll, General Purpose Airborne Simulator--
Conceptual Design Report, NASA CR-544, Aug. 1966

Flight Manual_ USAF Series C-140A_ C-140B_ and VC-140B Aircraft,

T. O. 1C-140A-1

Jetstar Handbook of Operating and Maintenance Instructions for USAF

Models C-140A and VC-140B Aircraft, T. O. IC-140A-2

192
SECTION VIII

CONVAIR _OM

193
 CONVAIR 880M BACKGROUND

The Convair 880M is a medium-size four engine jet transport. Longi-

tudinal and directional control consists of servo tab deflected elevators

and rudder. Lateral control consists of servo tab deflected ailerons plus

hydraulic actuated spoilers.

Elevator, aileron, and rudder transfer functions are in terms of

respective primary surface deflections with tab 16sses included. Although

the control system diagram shows a lag in the spoiler actuator, none was

used in computing transfer functions.

194
 0 0
0 •_ .r-I
+_
0 0 0
,-I O
ID
-O
o3

O
.,-t
-,-I +_
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_d

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I
0
0 _D
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, ©
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_
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II ii II II r-_ m O
II H ii Ii

d_ d_
N _ N
_ _ 1---I H H

195
 "7, O

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>

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196
 CV-880M
PITCH AXIS

) _-- 8te (rad)

-Ch8te
Be(rod)
Oh8 e

ROLL AXIS

8Sp (rod)
I +.Is
t -I.425

8tac 8to(rad)

_--- Ba(rad)

YAW AXIS

,.._+
t<
(Sir -Sr)c _ b St, (rad)
L

8r(rad)

i':':kg',kre '/! i_ -3. CV-880M Control System

197
 TABLE VIII-I

CV-880M

Longitudinal Non-Dimensional Stability Derivatives

Flight Condition I 2 3 4 5 6 7

Configuration L PA

Speed 134 KTAS 165 KTAS .6M .86M .7M .SM .86M

Altitude SL SL 23K 23K 35K 35K 35K

_o (Deg) 5.2 4.3 5.3 2.8 8.3 4.7 4.0

CL I .03 0.68 0.36 0 .I75 0.454 0.347 0.301

CD 0.154 0.080 0.022 0.019 0.025 0.024 0.023

CL_ (I/rad) 4.66 4.52 4.28 4.41 4.62 4.8 4.9

CD_ (I/rad) 0.43 0.27 0.14 0.07 0.18 0.15 0.13

Cm_ (I/rad) -0.381 -0.903 -0.522 -0.572 -0.568 -0.65 -0.74

2.7 2.7 2.44 2.5 2.75 2.75 2.9

Ci_ (I/rad)
7.92 7.72 6.76 6.37 7.51 7.5 7.62
CLq (I/rad)
-4 .I7 -4 .I3 -4 .I6 -4.66 -4.4 -4.5 -4.6
Cmc_ (I/rad)
-I 2.2 -I 2 .I -I I .5 -I I .8 -I 2. -I 2. -I 2.
Cmq (I/rad)

CL5 e (I/rad) 0.22 0.213 0.193 0.141 0.203 0.190 0.180

Cm5 e (I/rad) -0.657 -0.637 -0.586 -0.438 -0.618 --0.57 -0.532

Ch5 e ( I/rad) -0.326 -0.328 -0.336 -0.278 -0.342 -0.31 -0.285

CLSte ( I/rad) 0.055 0.0532 0.0482 0.0352 0.0508 O. 047 0.0450

(I/rad) --0.164 -0.159 -0.146 -0.11 -0.155 -0.14 -0.134
CmSte ( I/rad) -0.287 -0.285 -0.297 -0.343 -0.31 2 -0. 335 -0.352
chste

198
 TABLE Vlll-2

OV-880M

Lateral-Directlonal Non-Dimensional Derivatives

(Stability Axis System)

Flight Condition I 2 3 4 5

Configuration L PA

Speed 13 _ KTAS 1 65 KTAS .6M .86M .7M .SM •S<,Iv

Altitude SL SL 23K 23K 35K 35K 3!_X

-I .01 5 -0.877 -0.788 -O .81 5 -0.807 -0 .UI25

-0.239 -O.196 -0.163 -0.145 -0.181 -0. _77

C_B (I/rad)
0.145 0.139 0.128 0.122 O.129 0.129 o .133
c% (1/_d)

-0.395 -0.381 -0.329 -0.243 -0.341 -o.31 2 -0.294

C% (1/_d)
-0.087 -0.049 -0.0173 -0.0031 -0.023 -0.011 -0.oo_
Cnp (1/_ad)
0.309 O. 198 0 .I46 0.088 0 .I8O 0.153 o.146
C_r (l/tad)
-0.21 8 -0 .I85 -0 .I63 -0 .I89 -0 .I66 -0 .I65 -0.165
Cnr (I/tad)

0 0 0 .O01 9 0 .O745 0 .O044 o .00775 0.00979

Cysa (I/rad)
-0.0487 -0.0384 -0.0466 -0.0452 -0.0479 -0 .o_97 -0.0479
C_5 a (I/rad)
0.01862 0.0172 0.00746 0.01061 0.007 o .oo8o3 O .O0975
Cn5 a (I/tad)
-0.607 -0.481 -0.236 -0.258 -0.2233 -0.2005 -0.258
Ch5 a (I/rad)

O 0 0 0 0 0 0

C_a (llraa)
(I/rad) -0.0072 -0.0056 -0.0068 -0.0068 -0.0071 -0.0075 -0.0071

0 0 0 0 0 0 0
Cn6ta (I/rad)
-0.249 -0.227 -o .21 5 -0.21 25 -0.226 -0.235 -0.213
Ch6ta (I/rad)

-0 _078 -0.031 5 -0.0189 -0.0175 -O.0189 -0.01 89 -0.01 75

Cyss (1/rad)
0 .o805 0.0405 0.029 0.0281 0.0324 o .0329 0 .o339
C_ s (l/tad)
0 .o258 0.01 29 0.011 46 0 .oi 09 0.00975 o .01004 o .oo917
Cn5 s I/rad)

0.223 0.21 55 0 .I904 0 .I394 0 .I99 o .I84 o.I 685

Cy_z ' I/rad)
0 .O207 0.0226 0.01 76 O .0183 0 .O1 65 0.01 87 0.01 93
C_6 r I/rad)
-0.O9_)5 -0.0958 -0.0845 -0.0534 -0.0848 -0.0756 -0.0644
Cn6 r I/tad)
-O.2140 -O.2125 -O.1626 -0.1844 -0.1345 -0.1491 -0.1924
Ch_ r 7/raa)

0.0493 0.0467 0.0374 0.021 5 0.0404 0.0355 0.0316

CY6t r (llrad)
0.0021 0.0027 0.001 6 0.001 8 0.001 4 O. O01 9 0.0020
C£Str (I/tad)
--C,
.020 -O .019 -0.01 5 -0.0077 -0.01 6 -o.o13_ -0.01 1
CnBtr (1/rad)
--0.25P, -< .N_;5 -0.267 -0.254 -0.27 -o.267 -0 ._C,5
C" (1/rad;
nst r
199
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208
 CV-880M DATA SOURCES

McNeill, Walter E., Calculated and Flight Measured Handling-Qualities

Factors of Three Subsonic Jet Transports , NASA TN D-4832, Nov. 1968.

Brooks, Peter W., The World's Airliners, London, Putnam, 1962.

209
_ECTION IX

BOEING 747

210
 BOEI__G 747 BACKGROUND

The Boeing 747 is a very large four-fanjet intercontinental transport

designed to operate from existing international airports. To obtain the

necessary low speed characteristics the wing has triple-slotted trailing

flaps and Krueger type leading edge flaps. The Krueger flaps outboard of

the inboard nacelle are variable cambered and slotted while the inboard

Krueger flaps are standard unslotted. Longitudinal control is obtained

through four elevator segments and a movable stabilizer. The lateral con-

trol employs five spoiler panels_ an inboard aileron between the inboard

and outboard flaps_ and an outboard aileron which operates with flaps down

only on each wing. The five spoiler panels on each wing also operate

symmetrically as speedbrakes in conjunction with the most inboard sixth

spoiler panel. Directional control is obtained from two rudder segments.

Information for this aircraft was obtained solely from a 747 simulator

description (Boeing D6-30643).

211
 2;
(1)
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o X
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ii1
o

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gh

o
h
i1)

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0
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212
 CO
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213
 B-747

PITCH AXI_.
_eSAS

I -2
Fcc(Ib)
K _cc(deg)[ 57.3 P" 8e(rad)

4°
k
50

20
e,"s /
x
J"

,°t
o I I I
43

[fj

,-t
0 .2 .4 .6 .8 1.0 0
Mach
4_

ROLL AXIS _t
P
I

I r;

Fwfib) .161 57.3

I

Sw(deg) I .5 H
(1)

b._

YAW AXIS 8rsAs(rad)

___ 7.15
FpED(Ib)
43.5I }SPeD(in) I 57.3

214
 B-747

YAW SAS

rG (rad/sec) I 5.05_
I(s,.368)(s 3.68)

Flaps Down
-.688s
s+.368)(s+3.68)

_iNs(rad)

-34.5s
(s+lO) 2

r =r

*INS: IP dt

(Gyro and INS Aligned with FRL)

Figure IX-4. B-747 SAS

215
 TABLEIX-I

Landing Configuration Non-Dimensional Derivatives

h : sea level

VTo = 131 KTAS

mo = 8.5 °

5s = -6.3 °

Longitudinal Lateral-Directional

CL = I .76
Cy6 = --1.081rad

CD = .263 C_6 = --.281/rad

CL_ = 5.67/rad Cn_ = .184/rad

CD_ = 1.13/rad C_p = --.502/rad

Cm_ = --I.45/rad Cnp = --.222/rad

CL& = -6.7/rad C_ r = .195/rad

Cm& = --3.3/rad Cnr = --.36/rad

CLq = 5.65/rad C_Sa = .0530/rad

Cmq = --21.4/rad CnSa = .O083/rad

eLM = --I.I CYSr = .179/rad

Cm M = .36 C_5 r = 0

CI6e = .396/rad CnSr = --.ll2/rad

Cm5 e = --I.40/rad

5a = total deflection of right inboard aileron plus left

inboard aileron with the effect of outboard ailerons
included
216
 TABLE IX- 2

Power Approach Configuration

Non-Dimensional Derivative s

h = sea level

VTo = 165 KTAS

co = 5.7 °

O
5s = --2.1

Longitudinal Lateral-Directional

CL = 1.11 CyB = --.96/rad

CD = .102 C_ = --.221/rad

CI_ = 5.70/rad Cn_ = .150/rad

CD_ = .66/rad C_p = --.45/rad

Cm_ = --1.26/rad Cnp = -.121/rad

CL& = --6.7/rad C_r = .101/rad

Cm_ : -3.2/rad Cnr - .30/rad

CLq = 5.4/rad C_5 a = .0461/rad

Cmq = --20.8/rad Cn5 a = .O064/rad

c_ = -.81 Cysr = .175/rad

CmM = .27 C_5 r = .O07/rad

CLte = .338/rad Cn5 r - .109/rad

crime = -1.34/rad

5a = total deflection of right inboard aileron plus left

_nboard aileron with the effect of outboard ailerons
included

217
 i SL B-747
_m _m 20,000 ft 636600 Ib
mmm em mmme
40,000 ft .25 _"
Flexible

k
12 i
k
k
I0 m
k
GO

(deg) 8 m

4-

2-

o I I
0 .2 4I .6 " .8 1.0
Mach

2
,_i_,
° " _- ._ I
0 I I
.2 I" .4..""_ .6 .8 1.0
(deg) Mach
-2

-4

218
 _o.

u
o

I I I I
m

0
o. o.

0
_0
b- _D
i P0
m_p

O0
O0
qQ o.
_00
u) od ,_'-

11
li
_5

I I I I
o. o _ c_
Od
_1
o

219
 SL B-747
20,000 ff 636600 Ib
40,O00ft Flexible

CL a

(rad-')

4-
l

2-

I I I I I
0o .2 .4 .6 .8 1.0
Mach

CD a I

(rad-')
l
.8 m l

, \
.4-

I I
0o .2 .4 .6 .8 1.0
Mach

220
 Mach
.8 1.0
0 2_ .4 .6
0 ,--------T-------T-------_ 7------V---

B - 74T
636600 Ib
-.4 .25E
Flexiable

:8
Cm a

(rod -j )

-I.2

-I.6

Mach
.Z .4 .6 .8 1.0 _
I r I I I

-8
Cm&, Cn_q
SL
(rod "t )
.... 20,O00ft
-12 .-.. -..- 40,O00ft

Crnq

--------®. ]

221
 I m

CL M

0 I

.2
.4 Mach .6 .8 (_ 1.0
!

SL B-747
20,000 ft 636600 Ib
40,O00ft .25
Flexible
.3-

CD M
/
#

.I m

//
l 1 j ®_/ ,
0o .2 .4 .6 .8 1.0

.4

.2
Cm M
0 I "(_._ t II I

-,2

-4

222
 " SL B-747
20,000 ft
--------- 40,O00ft

.4

.3
CL8 e

(rod -=)

I I I I I
O0 .2 .4 .6 .8 1.0
Mach

.2 .4 .6 .8 1.0
00
I I I I

-.4-

I
-.8 -- I
/
Cm8 e I
/
(red-I )
y '
-I.2 - ." 7/

-I.6 -

223
 Mach

00 .2 .4 .6 .8 1.0
I I I I I

-.4
Cy,o

(rad "I)

-.8

SL B-747
-I,2
20,000 ft 636600 Ib
40,O00ft Flexible
Stability Axis

.2-
Cn_

( rad-I )

I I I I I
O0 .2 .4 .6 .8 1.0
Mach

0 .2 .4 .6 .8 1.0
0
1 I I

(rad "=)

/
-3-
\j
224
 SL B-747
20,O00ft 636600 Ib
40,O00ft Stobility Axis
Flexible

Mach
0 .2 .4 .6 .8 1.0
0
I I I I I

-.2
Cyp
(rad "l)

-.4

.O4
I

0 I
Cnp .2 1.0
(rad "i)

-.04

-.08

225
 SL B-747
20,000 ft 636600 Ib
40,O00ft StabilityAxis
Flexible

.3-
C_ r
\ l
(rad-')

I I I I I
O0 .2 .4 .6 .8 1.0
Mach

.2 .4 .6 .8 1.0
00
I I i I I

-.I--

-2--

Cn r

(rad"l)

-'.3--

--.4 --

226
 SL B-747
.... 20,000 ft 636600 Ib
----- 40,O00ft Flexible

.016

.012

.008 ! t
t
t

DO4

i I I I I
0 0 .2 .4 .6 .8 1.0
Mach

Note:
• Because spoilers operate
around a dead band their
effect is neglected here
• 8a is the total differential
deflection of right and
left inboard ailerons

.004

Cn8 a
.! 0
(rad) .2 .4 . 1.0
Mach \

-.004

227
 SL B-747
.... 20,O00ft 6366001b
"-------- 40 O00ft
I
Flexible

CY8 r

(rod "l )

I I I I I
O0 .2 .4 .6 .8 1.0
Moch

.2 .4 .6 .8 1.0
0o
I I I I I

-.04 -
Cnar

(rod")

-08 -
/

-.12 -

.02 -

O0 .2 .4. .6 .8 1.0
Mach
228
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229
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24_
 B-747 DATA SOURCES

I-_.nke_ C. Rodney and Donald R. Nordwall 3 The Simulation of a Large Jet

Transport Aircraft, Boeing Rept. No. D6-306433 Vols. I and II,
Sept. 1970.

242
SECTION X

C-SA

243
 C-_A RACm_ROU_D

The C-5 A is a very large military logistics transport powered by four

turbofan engines. Longitudinal control consists of elevators in four

sections with an all-movable stabilizer for trim, roll control employs

ailerons and spoilers, and yaw control a conventional rudder. All control

surfaces are irreversible.

A bobweight is used in the longitudinal feel system. The effective

bobweight position is assumed to be at the pilot.

The C-5 A employs stability augmentation about all axes. A description

of the SAS is not included here.

244
 0
.rt

b_
°,-I
CH

0
Q.)

°H

0 rO
,--I m

0
•_ .rt
_ 4a 4_

,)
) or-I r_
4u
cl

r-I I I 0
,'-t "d c,l

0 0 _1
0 0 0
o o
I
4_
d o .H

i ®

I X_
b9

,.-I

LFX
I

"7
(1)
,rl
.M

4_ OJ OJ 0,1 OJ
LF_ _ -I"a 4-_ CXJ
_0 ___ _ r_ 4a
OJ I I I c+_
I

r'-I _n _a m ,'M

o _ _ _o_o%_o ,_ 0 0 0 '_0
_, _c_ Io 0
i _ 4a _ -I_ 4_
X X X X _- _
C-- 0
×x×_ X
_ _ 0

o '._ _
_ II II II II II _._ _ II II II II It

245
 4-)

r--I

aJ

&
i
X
¢J

b D

.J

246
 C-5A
PITCH AXIS
8esAs (deg)

I
Fcc('b)---_;)_" K I 8cc(in)_l
_-'(_)_''se(r°d)-I
-2'92
57..3 t

32.2 a zB at _B
8.3 _.

30

i II ?"
20_

KIlbl /
I0 .._/,/ o,ooo,,
40,O00ft

I I I 1 1
O0 .2 .4 Moch .6 .8 1.0

ROLL AXIS
8asAs(deg)

8w(deg)
I
Fw(Ib) 8a(rad)
KLAT

Config. K LAT
8sp(rod)
Cleon .121b/deg
PA .155 Ib/deg

YAW AXIS
8rsAs(rad)

_ 63.5 -I 57.3

F'i_re X-3. C-_DA Control System

247
 TABLE X-I

Power A_&ch Non-Dimensional Derivatives

h = sea level

VTo = 247 ft/sec = 146 kt

c:qO = 2.7 °

Longitudinal Lateral-D irect ional

(Stability Axis )

CL = I. 29 CylB = -.77/rad

CD = .145 Cn# = .075/rad

CI_ = 6.08/rad C_IB = --.123/rad

CD_ = .622/rad C_p = --.458/rad

Cm_ = --.827/rad Cnp = -.098/rad

Cm&= - .3/rad C_r = .290/rad

Cmq = --23 . 2/rad Cnr = --.293/rad

CLUe = .385/rad Cysa = --.O044/rad

Spoiler
= --1.6/r d Cnsa = .0091/rad Effects
Included

C_sa = .089/rad

CYSr = .211/rad

Cnsr = -.106/rad

C_Sr = .0209/rad

248
 C -5A
654562 Ib

14 m
Flexible SL
.... 20,000 ft
12 m
_- _ 40,000 ft

IO m

(deg)
8 1

6 1

4_

2_

0 I I
0 .2 .4 .8 1.0
Mach

249
 0

r-
U

I I I I
OJ

O0
O0
o O

tl
i0
iI U

0
L,. _-

j .lj o

.a

0J

i LO
(-) _0

OJ

I I I I
Q _ _ _o
J
0

250
 C-5A
654:562 Ib
Flexible
SL
- 20,000 ft
40,000 ft
_

5--

4--

5--

2--

I --

0 I I I I I
0 .2 .4 .6 .8 1.0
Moch

1.2 --

CD a

f_
,8 --

(rad -I)

.4 --

o I I
0 .2 .4 .6 .8 1.0
Moch

251
 Mach
0 .2 .4 .6 .8 1.0
i I I I I
C -5A
654362 Ib , SL
-.4 -- .30 E --- --- -- 20,000 ft
Flexible ----. - -- 40,000 ft
Croci

=-.%
(rad -i )
.\
-1.2 --
t

Mach _..,,-._

.2 .4 .6 .8 1.0
0o
I I I I I

-4--

Cm_ ,
Cmh
Cmq

(rad -I )

-12 --

-16 --

Cmq
-20 --

-24 --

-28 --

252
 Moch I_

0
0 .2 .4 .6__-'L-_._.8 1.0

-__-- '_'_" I
CL M C-5A
-I.0 -- 654362 Ib
Flexible
-I.5 --

-2.0 --

-2.5 -

-3.0 --
SL
D D--,,. 20,000 ft
40,000 ft
.12 --

.10 --
CD M

.08 --

.06 --

.04 --

.02 --

0
I I
0 .2 .4 .6 .8 1.0
.8 n
Mach

o6 n

o4
Cm M

.2 m

0 I I
.2 1.0
-,2

253
 C -5A
654362 Ib
SL
Flexible
-----.,-- 20,000 ft
------- 40 0001
ft

CLSe

(rad "t )

,J

0 t I I I I
0 .2 .4 .6 .8 1.0
Mach

0 .2 .4 .6 .8 1.0
I i I t 1

-,4 --

CruSe

_=8 J -¢
(rad -I)

-I.2 --

254
 Mach

0 .2 .4 .6 .8 1.0
0
1 I I I I

C-5A
654362 Ib
-.4
Stability Axis
c_ Flexible

-.8

(rod -I )

-I.2

SL
-- -- -- 20,000
--- - -- 40,000

.I
____--_:_: _o=. _,, c._

I I I ,_ I
0
.2 .4 .8 .8/ 1.0
Mach t
(rad "l)

-.I C_

-.2

255
 Moch
0 •2 .4 .6 .8 1.0
0
1 I I 1 I

C -5A
654562 Ib
-.2
Stability Axis
Flexible
C_p

-.4

(rod -I ) .----.(_... _ I,_'_

-.6

SL
------- 20,000 ft
---------- 40,000 ft

Mach
0 .2 .4 .6 .8 1.0
I 1 I I I

- .04

Cnp

//
- .08

(rad-')

- .12

-.16

256
 C -5A
654562 Ib
.50 E
Stability Axis
Flexible
.4-- ,SL
•----.---- 20,000 ft

\ --------- 40,000 ft

C_ r,
\,
Cn r
°2

(rad -I) C_ r

0 t I I l
.2 .4 .6 .8 1.0
Mach

-t2 -- _,__,___j_,,L_" Cnr

257
 SL C -5A
.... 20,000 ft 654326 Ib
_----" 40,000 ft

.04 -
C_.$o
-I
(red)
.02_.--

I I I I I
0 I
0 .2 .4 .6 .8 1.0
Mach

.02

.01
Cn_ o
-I 0
(red)
-.01

-.02

-.03
/ ]i I _
/ tf

258
 Mach
0 .2 .4 .6 .8 1.0
0 1 I I I I

-.002 -

-.004 -

-.O06 - 2 5 5 6 4 87 9

C-5A
6545621b

.O8

.O4 %%% ,.,,

I ........ 1 I 1
0
0 .2 .4 .6 .8 1.0
Mach

SL
20,000 ft
.O2 40,O00ft
C n 8sp

(tad-l)

.01

o [ I I I I
0 .2 .4 .6 .8 1.0
Mach

259
 .2-
Cy8 r

(rod -j )

.l --

I I ] I I
0
0 .2 .4 .6 .8 1.0
Mach

Moch
00 .2 .4. .6 .8 1.0
I I I I i

-.04.

Cn8 r

(rad "t }
-.08

SL C-5A
20,000 ft 654..362 Ib
40,000 ft Stability Axis
Rigid

C,ts r

O0 .... I!0
Mach

260
 _t" _ ,,1 C_ ,0 ,,t er, f'_ .--4 ,_, ,,1" ..-4 tr, •

I !

c3 0 0 0
• .--, C) 0 _7

_3 O0* r_" _ •
I
_0 I

0 O' "4. ÷ 4" 4-

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,,I-
I

• .'-* 0 0 u7
vll ,,0 _ _ 07 4- _ ,....4 ,40 ,,,,1" _ _ O" t.,"x
II
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• o.} CO _ P"
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t-- 0 0 0 0
0 • e _" 0 W LU W IJJ r -_ • * 0

• CO 03 eO I_-
{3" 4- 4- 4, +
I_- 0 0 0 0

,_'_ fq _ O" -4r r_ I_- ,--i ,0 ,_ • t'_ _ • 0 _ co _ e,_ ,4

!
•0 _ . . I

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o

261
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 C-SA DAT_ SOURCES

C-5 Flight Control Report (Aerospace Vehicle) Stability and Control,

Lockheed-Georgia Rept. No. LGIUS_2-1-1, 8 Feb. 1966

272
SECTION XI

XB-70A

273
 XB-70A BACKGROUND

The XB-70A was originally designed as a weapons systems with long range

supersonic cruise capabilities. The two aircraft built became research air-

craft to explore SST-related problems.

The two XB-7OA's were identical except that the first airplane (XB-7OA-I)

had zero geometric dihedral while the second Lad 5 deg geometric dihedral.

The first airplane is considered here.

Pitch control employs interconnected elevon and canard surfaces except

in takeoff and landing where the canard is locked and a fixed canard flap

is used. Roll control is obtained through differential action of the elevons.

Yaw control is provided by rotation of the vertical stabilizers about a

45 deg hinge line.

The airplane is equipped with stability augmentation in all axes.

Data shown here is a composite of many sources. The object was to use

flight test data where possible.

274
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276
 XB-70A

PITCH AXIS
(_eSAS (red)

I
.025s z +.35s+K
i -
See Fig.
PA o/t Clean Effective l
Config B Bobweight FS i B

Clean I0 Ib/g__852/2 j-2169ft

-- a z at 1B 8c(rad) PA 14 tb/g 1479.2 I0 96ft

50 _ SL
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I

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FpE D(lb) 8r(rad)

I
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57.:3

Config. K DIR G D.R

Gear UP 281b/in .96deg/in

Gear DN 3lib/in 4.0deg/in

Figure XI-5. XB-70A Control System

277
 XB-70A
PIT.___CH
SAS

8 (rad/sec) -_

az' at -_x' = 1 36.4ft

34.8ft Clean
PA

Normal Accelerometer at F.S. 1174

8¢¢(in)-_-4'65 }

ROLL SAS

p(rcd/sec) - |
j _ 8OsAs(rad)

YAW SAS

r (rod/sea) -
_rsA s (rad)

Figure XI-4. XB-70A SAS

278
 TABLE XI- I

Power Approach Nondlmensional Stability Derivatives

h : sea level

VTo : 347 ft/sec : 209 kt

ao = 7.5 deg

Longitudinal Lateral-Directional

CL = -333 Cy_ = --.183/rad

CD = .055 Cn_ = .132/rad

CL_ : 2.6/rad C_ : --.072/rad

CD_ = .56/rad C_p = --.18/rad

Cm_ : -.23/rad Cnp = --.26/tad

Cm& = +.09/rad C_r = --.03/rad

%q : -1.9/ra_ Cnr = -.25/tad

CL_e = .46/ra_ CY$a : -.063/rad

%_e : -.19/raa c_ a : .042/rad

Cn5 a = --.O052/rad

CYSr = .12/rad

C_5 r = -.O018/rad

Cn_r = -.103/rad

279
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308
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ii ! • I •
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I

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313
 • " I" • i_0
i • • .0,."4
i
i

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• I • I

• r_ .=.. • _" 0 eel 0 •

I • I

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314
 _ o.-.o o• .-, • .,_ o ® _ _ ,o _ .-, j ._ g
N _0 .-.I e_ 41 eel ,41" • ,.-,I _ I_ •

,,f
• -4 r'J •

0 I_ OJ 0 0 '_ Od ,,I" 0 t_ r%l _1 0,1

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0', _,

•. _ ,_ 0, _ I _ o ,,, o ,,, o • _0 o
t I

i-

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315
 XB-70A DATA SOURCES

Estimated Aerodynamic Derivatives., XB-70 , North American Rept.

No. 'NA-61-707, 29 June 1962

Aerodynamic Coefficients Obtained from Flight Test Data_ XB-70,

North American Rept. No. TFD-67-277, ]4 Apr. ]967

Wolowicz, Chester H., et al, Preliminary Flight Evaluation ._f the

Stability and Control Derivatives and Dynamic Characteristics
of the Unaugmented X_B-70-1 Airplane Znciuding Comparis_i_s k_th
Predictions, NASA TND-4578, May ]968

Estimated Performance Report for the XB-70A Air Vehicle _o. I,

North American Rept. No. NA-6h-660, 26 Oct. 190_

XB-70 Flight Control System Summary Test Report, North American

Rept. No. NA-_6-360, 30 Sept. 19'66

316
 APPENDIX A

AXIS SYSTEMS, SYMBOLS, COMPUTER

MNEMONICS, AND DERIVATIVE DEFINITIONS

I. AXIS SYSTEMS

.XB,U,P

_-_ _ / _-_ Inertial Ref.

YB ,Ys ,V,q _ Za ,W, r

XB, YB, ZB -- The Body-Axis System consists of right-handed, orthogonal

axes whose origin is fixed at the nominal aircraft center
of gravity. It's orientation remains fixed with respect
to the aircraft, the XB and ZB axes being in the plane of
symmetry. The exact alignment of XB axis is arbitrary, herein
it is taken along the body centerline reference.

XS, YS, ZS - The Stability-Axis System is that particular body-axis

system for which the Xs_axis is coincident with the
projection of the total steady-state velocity vector (VTo)
on the aircraft's plane of symmetry. It's orientation
remains fixed with respect to the aircraft.

A-I
2. SYMBOLS

a S_peed of sound in air ft/sec

Lateral acceleration along the y-body axis

ay
at the center of gravity (positive out right
wing) ft/sec 2

Lateral acceleration parallel to the y-body

axis at a distance _x and _z from the c.g.,
ft/sec 2
a_ = ay + _x_- _z_
T

a Z Normal acceleration parallel to the z-body

axis at a distance _x from the c.g.,
az = az
r
_xq ft/sec 2

Normal acceleration parallel to the z-body

axis at a distance _B from the c.g.

b Reference wing span ft

B Bobweight gain ib/g

B.L. Buttock line

Reference chord ft

C Longitudinal feel system damping ib/in./sec

C. ,g. Center of gravity

D Aerodynamic force (drag) along the total

velocity vector (positive aft) ib

FRL Fuselage reference line (parallel to x-body

axis)

F°S. Fuselage station

Longitudinal control column force (+ aft) ib

Longitudinal stick force (+ aft) ib

FST

ib
T Lateral stick force (+ right)

Rudder pedal force (+ right ) ib

Fped

Acceleration due to gravity ft/sec 2

g

G Pilot control to surface gearing deg/in, or

deg/deg

A-2
 h Altitude ft

I Longitudinal feel system inertia ib/in./sec 2

Ix_ ly_ I z Moments of inertia referred to body axis

(unless otherwise specified) slug-ft 2

][XZ Product of inertia referred to body axis

(unless otherwise specified) slug- ft 2

The imaginary portion of the complex vari-

able s = J ±jc_ rad/sec

_B Effective distance of bobweight from c.g.

(positive forward) ft

_X Distance along the x-body axis from the

c.g. (positive forward) ft

Sth Perpendicular distance from c.g. to thrust

line (positive for nose-up pitching moment
due to thrust) ft

_Z Distance along the z-body axis from the

c.g. (positive down) ft

K Longitudinal feel system spring constant ib/in.

KTAS Knots true airspeed

KCAS Knots calibrated airspeed

K T
Feel system spring constant per unit dynamic (ib/in. )/psf
pressure

Rolling moment about the x-axis due to aero-

dynamic torques (positive right wing down) ft-lb

Aerodynamic force !lift) perpendicular to

the total velocity vector in the aircraft's
plane of symmetry (positive up) ib

m
Mass s_igs

M Mach number

M Pitching moment about the y-axis due to

aerodynamic torques rpositive nose up) ft-lb

MAC Mean aerodynamic chord ft

MGC Mean geometric chord ft

A-3
N Aerodynamic normal force along the z-body
axis, but positive up Ib

Yawing moment about z-axis due to aerodynsmic

torques _positive nose right) ft-lb

P Roll rate, angular velocity about x-axis

(positive right wing down) rad/sec

Pitch rate, angular velocity about y-axis

(positive nose up) rad/sec

2
q Dynamic pressure, I/2 o VTo lb/ft 2

r Yaw rate, angular velocity about z-axis

(positive nose right) rad/sec

rRG Yaw rate gyro signal rad/sec

S Laplace operator, a + j_ rad/sec

S Reference wing area ft 2

TED Trailing edge down

TEU Trailing edge up

TL Thrust line

U Linear perturbed velocity along the x-axis

(positive forward) ft/sec

Uo Linear steady-state velocity along the

x-axis (positive forward) ft/sec

V Linear perturbed velocity along the y-axis

(positive out right wing) ft/sec

V s Stall speed

Total linear steady-state velocity Cpositive

VT o
forwaz_ ) kt

W Linear perturbed velocity along the x-axis

(positive down)

W°L. Water line in.

W We ight lb

Wo Linear steady-state velocity along the

z-axis (positive down) ft/sec

A-4
 X Aerodynamic force along the x-axis (positive
forward )
Y Aerodynamic force along y-axis (positive
out right wing) lb
Z Aerodynamic force along z-axis (positive
down) lb

(L Perturbed angle of attack rad

_o Steady-state (trim) angle of attack

relative to the FRL deg

Sideslip angle rad

_O Steady-state flight path angle deg

_a Aileron control surface deflection (includes

spoiler effects, etc.) (positive for posi-
tive rolling moment) rad

_e Elevator surface deflection from trim

(positive for nose-down pitching moment
for aft surface) rad

Trim elevator deflection deg

Longitudinal control column deflection

from trim (positive aft) deg

Longitudinal stick deflection from trim

(positive aft) in.

Lateral stick deflection from trim (posi-

tive right) in.

Sped Rudder pedal deflection from trim (posi-

tive right pedal forward) in.

_w Lateral wheel deflection from trim (posi-

tive about x-axis) deg

_S Stabilizer surface deflection from trim

(positive for TED) rad

$sp Spoiler surface deflection (positive up) rad

_V Vertical tail deflection from trim (posi-

tive for nose-left yawing moment) rad

_r Rudder de_ection [positive for nose-le_

yawing moment (negative N)] rad
A-5
A Denominator of airframe transfer function

g Angle between principle inertia axis and FRL

(positive about y-axis) deg

Damping ratio of linear second-order mode

particularized by the subscript

Pitch angle, fq dt for straight and level

flight, positive nose up rad

iTH Inclination of thrust line with FRL [posi-

tive gives negative (--) z force] deg

Mass density of air slugs/ft3

The real portion of the complex variable

s = a ±j_ rad/sec

Roll angle, (cos eof p dt- sin eofr dt) in

straight and level flight (positive right
wing down) rad

Undamped natural frequency of a second-order

mode, particularized by subscript rad/sec

Special Subscript

a Aileron

cc Control column

d Dutch roll

e Elevator

G Gyro

INS Inertial navigation system

P Phugoid

r Rudder

R Roll subsidence

S Spiral

SAS Stability augmentation system

sp Short period

ST Stick

A-6
Special Superscript

DIR Directional control system (e.g., rudder pedal)

LAT Lateral control system

S_mbols Unique to S_eclflc Aircraft

ARI Aileron-rudder interconnect (F-4)

BLC Boundary layer control (F-I04, F-4)

KDIR
FLEX Rudder flexure coefficient (F-4)

PBF Bellows force parameter (F-4) ft 2

qB Bellows pressure (F-4) lb/ft 2

5d Yaw damper surface deflection (F-I04)

(positive for nose-left yawing moment) rad

St a Aileron tab deflection (CV-880M) rad

$tac Commanded aileron tab deflection (CV-880M) tad

5t e Elevator tab deflection (CV-880M) rad

(_te -- _e)c Commanded elevator-elevator servo tab

combination (input linkage) (CV-880M) tad

5tr Rudder tab deflection (CV-880M) rad

(Str -- 5r)c Commanded rudder-rudder servo tab

combination (input linkage)(CV-880M) tad

A-7
3- COMPUTER
PRINTOUT
MNEMONICS

a. DIMENSIONAL,
MASS,ANDFLIGHTCONDITION
PARAMETERS

COMPUTER rRINT OUT STANDARD NOTATION_ DEFINITION

S S, wing reference area

B b, wing span

C E, mean geometric chord

F/C# Flight Condition number

H(_) h, altitude, feet

SL Sea Level

M(--) M, Mach number

VTO(FPS) VTo , true airspeed, knots

VTO (KTAS ) VTo , true airspeed knots

VTo , calibrated airspeed, knots

w( s) W, weight, pounds

c.g., center of gravity relative to

mean geometric chord

IX
IY
IZ
IXZ
Ix
I
Iy
Iz
Ixz
Body axis (FILL) moments
inertia, slugs-ft 2
of

e, inclination of principle axis with

_SI_N(DEG)
respect to FRL, degrees

Q(PSF) q, dynamic pressure, psf

QC(PSF) qc, impact pressure, psf

ALPHA(DEG) So, FRL angle of attack, degrees

_(DEG) 7o, flight path angle, degrees

LXP(FT) £x, x distance to pilot, ft

up(n) _z' z distance to pilot, ft

ith , thrust incidence with respect

ITH(DEG)
to FRL, degrees

XI(DEG) _o' ith + %' degrees

/th, perpendicular distance to

LTH(FT)
thrust line from c.g., ft

A-8
 b. LONGITUDINAL
PARAMETERS

COMPUTER PRINT OUT STANDARD NOTATION_ DEFINITION

XU* Xu ]/sec

zu* z_ 1/see
MU* M_I I/sec-ft

XW Xw 1/sec

ZW Zw 1/see

MW Mw I/sec-ft

ZWD Z_ I/sec 2

ZQ Zq I/sec

MWD M@ l/sec-ft

MQ Mq I/sec

tXDDD X8 ft/sec2-rad

ZDDD Z5 ft/sec2-rad

MDDD M5 1/sec 2

DTH 5th Thrust

FST Fst Stick force

U u fps
W w fps

THE e rad

HD _ fps
AZP a_ 1"t/sec 2 at X = Ax

_DDD signifies a control surface, e.g., for elevator DDD = DE; for aileron
DDD = DA

A-9
 C° LATERAL-DIRECTIONAL
PARAMETERS

COMPUTER P:_INT OUT STANDARD NOTATION t DEFINITION

YV Yv I/sec

YB Y_ ft/sec 2

LB' 1% I/sec 2

NB' N% I/sec 2

LP' I_ 1/see

_, _ 1/see
_' L_ 1/seo
_' N_ 1/sec
ty*DDD Y_* 1/see

L'DDD I_ l/sec 2

N'DDD N_ I/sec 2

B _ rad

P p rad/sec

R r rad/sec

PHI _ rad
t

AYP ag ft/sec 2 at _x, _z

tDDD signifies a control surface, e.g., for elevator DDD = DE; for aileron
DDD = DA.

A-IO
 d. TRANSFER
FUNCTION
PARAMETERS

The following shorthand notation is used to print the factored

polynomials for all transfer functions*:

(s + ]/Tx) i : ]/Txi , i : ] to k

(_2 + 2_%s + %2)j : _j;_nj , j : I to

where k + 2_ = n, the order of the polynomial

COMI_ER PRINT OUT STANDARD NOTATION 2 DEFINITION

DET Roots of the denominator

N(X/Y) Numerator N_

A(X) Gain of the transfer function x/y

'i/T(X)I I/Txi , rad/sec

,z(x)J _j
tw(x)j Cenj, rad/sec

For example: OE NCM INATOR

I/T(OET }I .0318
I/_IOET}2 2.2C
Z{DET} I .06C9
W[DET] 1 1.13

NU M ERATOR S
N| 8 /OR }
A{B } .0295
I/T|B _I -.0494
I/T (B }2 2.05
I/T (8 }3 42.3

Translates to: A. : .o_(s- .o494)(s + 2.o_l(s + _2.3/

6r (s + .0318)(s + 2.20)(s 2 + 2 X .0609 X 1.13s + 1.132s 2)

*The transfer function x/y is written as:

N_y Ax( sm + sm-1 + ... so )

x/y = a (S n + Sn-1 + ... S O)

_Any roots enclosed in parentheses imply the opposite order of what is

specified, e.g., Z(DET)I = (O.OO132)_I/T(DET)I = 0.00132

A-II
 e. LONGITUDINAL HANDLING QUALITY PARAMETERS

COMIKITER PRINT OU STANDARD NOTATION I DEFINITION EQUATION

--r W^ U o 1

l. cs /
68 L _O O J
DCO)fO(U) (D_I_) _/_u, de_rees/knot (I. 9)(97.3) Uo u Wo w , for s=O

•-uo _(s)
for s =0
Nz_ , g/rad
¢ _(S)'

for s = 0
DEIo (_1_) 5e/g , degrees/g
a(s) ! '

Control anticipation
CAP(mD I_clsEC
IG) parameter, rad/sec2/g

in 2
The phugoid time to
double amplitude, seconds ---_, for _Ph < 0

l/c(_/_o) Short period inverse cycles 2_

ll_ for O <' -_sp < I
to 1/10 amplitude in 10 _I -- _sp

Fs_/n (,.-/l=) Stick force per knot, 1.689 (s for s = O

l_unds/knot

-I

_S_/G(uVG) Stick force per g, pounds

per g

The parameter has no meaning

or is not defined at this flight
condition

*The hat (2) notation implies constant speed (u = eo = 0).

A-12
 f. LATERAL-DIRECTIO?_AL _ANDLING QUALITY PARI_4ETERS

COMPUTERPRIf[UOUT STANDARD _DTATIONj DEFINITION EQUATION

DR PERIOD(SEC) Dutch roll period, seconds 2_/ahd _ -- _d2

iic(i12) Dutch roll inverse cycles

in 2 for _d _ 0
to I/2 amplitude

SPIRAL (2) (SEC) Spiral time to double Ts in 2, for I/Ts £ 0

amplitude, seconds

Roll rate at peak I for a unit

step input of 5 a

Pl + P3 - $2
for _d _ 0.2
P l + P3 + 2P2 '
P(OSC)IP(AV) A measure of the oscillatory
to the average roll rate

Pl -- P2
for _d > 0.2
Pl + P2

Ratio of the roll frequency to

the dutch roll frequency

DEL-B-_gbX 2_.m : Maximum sideslip excur-

slon at the c.g., occurring
within two seconds or one half-
period of the dutch roll, which-
ever is greater for a step
aileron-control command

PHI to BETA, PHASE _/_ at s = (_; C0n)d, degrees

PHI TO BETA I /BI at s = (_ O_)d, radlrad

PHI TO VE "_/Vel at s = (_; o.h)d, deg/fps

*v e : (8)(VEAS) , VEAS : _p2_ 0

A-IS
2. NGNDIMENSIONAL DERIVATIVE DEFINITIONS

a) Longitudinal Body Axis

N
CN = _-_ , positive up

X
CX = - _-_ , positive aft

M
c_ = _--_/_ CM = _ Sc

2Vmo_c_/_
V- c_ = _cW_

c_ : 2Vmo
-'-T- _cW_

et% -- _CN/_, c_ = _cWM

Cxa = _Cx/_ 2v_° _c_/_q

CMq - c

CxM = _Cx/_M

Cx_ : _cx/_

ID) Longitudinal Stability Axis

L
CL - _ S ' positive up

D
CD - _ S ' positive aft

c_ - 2Vmo
c _Cn/_ Pitching moment

c_ = ac_aM derivatives are

identical to

c_ = acD/_ those for body axis

A-14
c) Lateral Body and Stability Axis

Though physically and numerically different,* see Appendix B, the

samesymbols are used for body axis and stability axis lateral rolling
and yawing momentderivatives. The sideforce derivatives (Cy, etc.) al
physically and numerically the same in both axis systems. Whenthe
rolling or yawing momentderivatives are given in this report the axis
system is specified. Whenusing the following all quantities should be
for the sameaxis system.

Y L N
Cy C1 - qSb Cn - _Sb

Cy_ = BCylB_ Cl_ = _CI/8 _ Cn_ = _C_8_

= _Cy/_ 2VTo 8cml_ ev_°

Clp - b Cnp - b 8CNI_

2v_° _ci/8r 2VTo 8c_/8r

Clr - b Cnr - b

c_ = _/_ c_ = _cJ_

*The exception is the zero trim angle of attack condition.

A-15
5. DIMENSIONAL STABILZTY DEF_I_ATrWE DEFINITIONS

The same symbols are used for body- and stability-axis dimensional

derivatives. Care should be exercised so that a consistent set of

quantities are used.

a) I_ngitudinal Body Axis

_u = Xu+ Tu cos_o I/see

__ 0_o(_ m - 2 CxM - Cx + _ We) cxcz I/sec

OSUo !
Xw - 2m [- CX_ - 2 _o +_
Wo (cx M %) ] 11sec
osv_o ft
x8e = -_ CXse sec2rad

Z*u = Zu - Tu sin_ o I/sec

Zu - oS_o
m(_ - _ CNM - CN + _) CN(_ I/sec

Zw - ooo[wo .
2m -CN(_ - 2 _oo (CN + _ CNM
I/sec

pSc Uo
z_ = - 4m Vmo cN&

PS_T o ft
ZSe - 2m CNSe sec2rad

_th
M_ = Mu +-_--_I
sec-ft

A-16
 I
sec-ft
MII =

I
sec-ft
oScUo Cm_ + (Cm +

I
sec-ft
pSc2 Uo Cm_
= l_-y VTo
I/sec 2

I/sec

pSC2VTo I/SeC

pScVT2o

MSe = - 2Iy- CruSe

_/SeC

% =

b) L_ter_-% Body Axis

I/sec

Yv = (pSVTo/2m) CY_
ft/sec 2

Y_ = VToYv
ft/sec 2

Ysa = (pSV2To/2m)CYSa
ft/sec2

YSr = (pSV_o/Zm)CYSr
I/sec
YSr = (pSVTo/2m) CySr
_/_
= (_SV_ob/_I_)c
_
1/sec

I/sec
Lr = (pSVTob2/_Ix) Clr

A-17
 2
I/sec 2
L5 a = (DSVTJ/2Ix)C15

L_r I/sec 2
= (PS_TJ/2Ix)C15 r

YS_ I/sec
: (_SV_o/2m)Cy_a

: ( SV ob/21,.)c I/sec 2

: (psv_J/41z)C_
p I/sec

Nr : (pSVTob2/4Iz) Cnr I/sec

I/sec 2
Nsa = (oS_TJ/2Iz)Cnsa

: (PS_T2/2Iz)Cn5 r I/sec 2
N5 r

= (L8 + IxzN_/Ix)G I/sec 2

= (Lp + IxzNp/Ix)G I/sec

= (Lr + IxzNr/Ix)G I/sec

: (_6r+ IxzNSr/IX)
G
= (%_ + IxzNS_/Ix)O I/sec 2

= (N_ + IxzL_/Iz)G I/sec 2

: (_p+ I_zLplIz)G I/sec

= (N r + IxzLr/Iz)G I/sec

NSr = (NSr + IxzLSr/Iz)G I/sec 2

= (Nsa + IxzI6a/Iz)G I/sec 2

I
G
I
Ixlz

A-18
 ,,,'t "r4 _ _

r_ c_ r,_ U
+ i i -t-
o 0 0 0

¢..) U 0 0

I-¢ k /.-,

'o ' '

0 ÷ 0 'o& _ 0 I

¢0
H
r,_

o o ¢O

II II H II n tl H 11
t_ eJ
0
m
0

r.,3

I II

A
_q
¢0

0
r_

H
m

r.3

4,r !
cr_
H

_1 r_ c.) r_
F-I

rj_

o o

C_,
H
CO

II II II II II II II U il II n tl

! d

B-I
 b. TRANSFORMATION OF DIMENSIONAL DERIVATIVES
FROM STABILITY AXIS TO BODY AA_IS

Longitudinal

(Xu) b = Xu cos2 _o - (Xw + Zu) sin c% cos _o + Zw sin2 _

(X )b = Z@ sin 2 ao

(Xw)b = Xw cos2 _o + (Xu-- Zw) sin c_o cos ao -- Z u sin 2 a o

(x,) b = X@ cos 2 ao -- Z@ sin c_o cos _o

(Xq;5) b = Xq; 5 cos a o -- Zq;5 sin _o

(Zu)b = Zu cos2 _o -- (Zw--Xu) sin _o cos oo --Xw sin 2 _o

(Z_) b = --Z@ sin _o cos c_o

(Zw) b = Zw cos 2 ao + (Zu + Xw) sin ao cos c_ + Xu sin 2 _o

= Z@ cos 2 c_0 + X@ sin oo cos ao

(Z-_-) b

(Zq;5)b = Zq;8 cos ao + Xq;8 sin c%

(MU)b = Mw cos ao --Mu sin ao

(M )b = -¢4@ sin ao

= M w cos c_o + M u sin _o

(_)b = M, cos _o

(Mq;5) b = Mq; 8

(ly)b

B-2
 Lateral-Directlonal

(Yv; )b = Yv;5

(Y÷)b = Y@

(YP)b = Yp cos co -- Yr sin co

(Y )b = Yr cos co + Yp sin cO

T !

= L_; 5 cos c_ -- Nv; 5 sin c_

= L_ cos c_o -- sin co

= _ cos 2 _o- (L_ + N_) sin c_ cos _o + N_ sin 2 oo

(Lr) b = L_ cos 2 _o -- (Nr -- _) sin ao cos Go -- N_ sin 2 _o

= N_; 5 cos C_o + L_;5 sin co

! ! !

(N$) b = N_ cos c% + L_ sin _o

(N )b = N_ cos 2 Go -- (N_ -- _) sin Go cos ao -- L_ sin 2 co

(Nr)b : N$ cos 2 ao + (L_ + N_) sin ao cos Co + _ sin 2 Go

(IX)b = Ix cos2 Go + 2Ixz sin a o cos co + Iz sin 2 ao

(Iz) b = I z cos 2 Go -- 2Ixz sin co cos co + Ix sin 2 c_o

(IXZ)b = (I z -- Ix) sin ao cos ao + Ixz(COS 2 _o -- sin2 Go)

B-3
 APPENDIX
C

EQUATIONS
OFMOTION,TRANSFERFDT_CTIONS,
ANDCOUPLINGhq]_RATORS

I • Longitudinal

a. Eouations

(I-xa)s-x; -X_ s - X w (-Xq+Wo)s+g cos 8o -] u I" X$e-

-z_s - z[ (I-z_)s-zw (--Zq--Uo)s+g sin 8 o w = ZSe [Se]

8
--_s-N -(M,_+ Mw) s2 --MqS M{5e

q. = .SO

fi = --w cos Oo + u sin O 0 + (U o cos O 0 + W o sin 0o)8

az = sw -- Uoq + (g sin 00)8

_z, = a z -- ixS2O

h' : h +_x oos _o

b. Transfer Functions

e _e
5e A

I) Denominator, A = As 4 + Bs 3 + Cs 2 + Ds + E

A = (1--Z_)

= -(Mq + XU)(J -- Z_) -- Z w- M_

- Xw_ + Wo[M_ + M_(] - Z_)] + g_ sin 80

NOTE: Terms including Xd, Zfl, Mfl_ X@ are neglected in polynomial expressions.

C-I
 D ---x_(Mqz_-._)
-MuX
_ +Mqx_z_
+g[%z_+M_(_-z_ oo_eo+Wo(M_z_
-._z_)
+ g(Mw-%X_)sin
eo

E = g(%Z* - MuZw)oOS
eo+ g(MuXw
- _,X_),i,, eo

2) Numerators

N_ = Ass2 + Bes + C8

= %_ + %(, - %)

B0 = xs[_z_+
._(,
-%)]÷%(_- %x_)-%[m.+×*!_
-%)]

ce ="xs(%,,z
_ -M_z_)+zs(M_x
_. %,x*)+%(ZwX
_ - x,z*)

I_E = Au S3 + Bus2 +Cus +D u

IA u = X5(I - Z.)
W

Bu = -_[Mq(,
- z_)+ z_+ _] + %x_ - Wo[%% + _o('- %)]

+ Wo(Zw%-MJ_) + gX8% sineo

D u = g(ZwM 5 - MwZs)cos eo + g(XsM w - MSXw)Sin 80

N_ = Aw s3 + Bw s2 + CwS + Dw

Aw= Z5

B_= -%(Mq+ xu)+ UoM

5 + xs_

Cw = X_(ZsMq- UoM_) + Wo(ZsM u - _Z_) - gM 5 sin eO+ X5(M_U o - Z_Mq)

D w = g(Zs_ u - %Z_)cos eo + gMsX _ sin @o- XSM_g sin eO

H-747 C-2
 N_ : A_s3 + B_s2 + Cis + Di

A£ = - cos eoAw+ sin OoAu

B_ = - cos eoBw + sin eoB u + (U O cos e O + W O sin eo)A e

O_ = - cos @oCw + sin @oCu + (U O cos @o + Wo sin eo)B @

D_ = - cos @oDw + sin @oDu + (U O cos @o + Wo sin @o)C@

N_Z--Aa_s
4 + Ba[_3
+C_[s
_+ D_ls
+ Ea z'
A_ = A_ - ixAe

Ba_ = Bw - ixB e - UoA @

Ca_ = Cw - ixC 8 - UoB 8 + g sin @oA9

Da_ " = D w - UoC @ + g sin 8oB @

Ea_ = + g sin @oC@

To obtain az, let ix = O.

2. Lateral

a. Equations

t
Wos + g cos eo Uos--g sin eo-
s-Y v Y5 a Y5 r

Ia]
VT o VToS

!
V P ! !

-b s(s-_) --Lr
s L5 a L5 r
r
! ! t

s--N r r
N5 a N5 r

v = VToO sv + Uor -- WoP-- g(cos 8o) _

!
= _p_ +---r tan 8o
s s ay = ay + lXlat sr -- izS p

] r

cos eo s

C-3
b. Transfer Functions

r N_Sr
m _. m etc.
5a Alat 5r Alat

4 + bs 3 + cs 2 +ds+e
I) Denc_Linator, Lhlat = as

a = I

b - -CY + + Nr)
Uo WoL_
C - N_ + _(Yv + N_) - NSL_+ YvN_
VT o VT o

d U° (N_- L_N_) + Yv(N_L_- L_oNr)---_- (_ cos e o + N_ sin e o)

VT o VT o

W o

v%
= _ [(_N_-- N_L_) cos e O- (N_ - L_) sin 80]
VT o

2) 5 (5 a or 5r) Numerators

N66 = A_s 3 + B_s 2 + C_s + D6

% =
, Uo Wo ,
% = -Y_[_ + N_] --N 5- +--L 5
VT o VT o

C0 Y_ (_N_ "'_'_ _ __----g (N_- L_N_) U°

= -- _pLr/ + L_ VTo cos eo + --VT°

Wo , , , , , g
+ _ (NsL r -- LSNr) + N5 _ T sin 8o
VTo o

D_ = _VT° (N_L_ - L_N_) cos e 0 +_9_gVT

° (N_L_ -- N_) sin 80

C-4
 N_5 = Aps3 + Bps2 + Cps + Dp
!

Ap = L5

= LS(Nr + Yv) + NSLr

VT o

-- g (L_ -- N_) sin eo

Dp = VT
O

N_ = Ar s3 + Br s2 + Crs + Dr

f
Ar = N8

. _, f ! f
Br = Y_N_+ n_Np-Ns(Y
_ + $)
Wo
Cr = Y_(I%N_- N_%)- L_YvN _ + N_Yv% +- (LgN%--NgL%)
VT o

Dr
-----g
VTo
(L_N%-NgL%)ooseo

N_ = Acs 2 + Bcs + C

A¢ = Ap + A r tan 8o

Be = Bp + Br tan 8o

C¢ = Cp + C r tan eo

C-5
 _a' _4s4+_2 +CayS2 +_ +_4
AT ___

ay VToA_ + lxlatAr- lzAp

ay = VToB _ + UoA r - WoA p + iXlatBr - lzB p

c_ = VToC _ + UoB r- WoB p- g cos 8oA¢ + lxlatC r - izC p

D_ = VTD _ + UoC r- WoC p- g cos eoB ¢ + iXlatD r - izD p

E_ = UoD r- WoD p- g cos eoC ¢

To obtain ay, let lxlat = i z = 0.

H-747 __ _ C-6
 k

- L-

[=. ..... _ __ "

=_ -- _-_. .... :7 _ _ ..... . • - _ .

p
Z .... _ .-

-- -Lg'. 3