The 2nd International Conference on Computer Application and System Modeling (2012)

An Estimation Method for Aircraft Longitudinal Static

Stability Prior to Flight Test

Liu Chaoqiang
shanghai aircraft design & research institute

Abstract-A quick method for estimating aircraft contribution parts about the airplane’s c.g. is obtained as
longitudinal static stability is developed based on the shown in equation (2-1).
aircraft dimensions. Stick fixed and stick free stability xa z Sc Sh Sl
Cm = CN + Cc a + Cmac + Cmfus + Cmact t t ηt + Cct t t ηt − C Nt t t ηt
estimation equations are reduced respectively, and the c c S wc S wc S wc
equations of stick deflection and stick force for flight (1)
tests are obtained. An application software was designed
to make this estimation become practical. Three sorties
of longitudinal static stability flight tests were planned
and conducted to verify the software functions. The
estimation results generally conformed to the flight test
results.

Keywords-Stick Fixed, Stick Free, Neutral Point

I. INTRODUCTION
It’s not uncommon that before flight tests of a new Figure 1. Forces and Moments of the Airplane
aircraft, the test pilot and flight test engineers (FTE) have no The fifth and sixth terms of equation (1) are relative
idea how much longitudinal stable the aircraft will be. The small and negligible, and therefore be eliminated from the
aircraft longitudinal static stability is not always available, further estimation. The angle of attack is the major
or inaccurate, especially at marginal test conditions. importance for light aircraft longitudinal static stability with
Furthermore, the flight test team has to start the stability low cruise Mach number, which is proportional to the lift
tests from normal condition and extend the envelope very coefficient. The slope of pitching moment coefficient
slowly, which will increase the cost dramatically. Thereby, against lift coefficient dC m dC L is used for evaluating the
it is necessary to develop an method for estimating aircraft aircraft longitudinal static stability, as shown in equation (2).
longitudinal static stability and the stability test results prior dC m dC N xa dCc za dCmfus dCNt St lt
to flight test. = + + − ηt
dCL dCL c dCL c dCL dCL S wc (2)
A negative sign of this derivative is required for static
II. ESTIMATION THEORY
stability. The more negative the more stable. Positive sign
There are two ways that the static longitudinal stability indicates instability of the aircraft. At neutral stability, the
of the aircraft is felt by the pilot. One way is through the derivative is zero.
variation required of the elevator angle and thereby the There are four major parts of contribution to the
control position with change in airspeed. This variation is a derivative as can be seen from equation (2). Their
function of the stability criterion dCm dCL with control estimation theories are discussed separately.
locked and is usually referred to as the stick fixed a) Wing contribution. The first two terms of equation (2)
longitudinal static stability. The other way is through the come from wing contribution. For quick estimation prior to
stick force required to change the speed of the aircraft from flight test, the drag contribution is eliminated and the total
the trim point. For the aircraft with a reversible flight wing contribution becomes a very simple equation:
control system, that stability relates to control left to float  dC m  x
  = a = xcg − xac
free with the wind and is commonly referred to as stick free  dC L  wing c
longitudinal static stability. (3)
Wing aerodynamic center usually locates on the quarter
A. Stick Fixed Estimation chord position. So the wing contribution mainly depends on
For most symmetric airplanes, the longitudinal the C.G. position.
equilibrium equations or equations of motion can be b) Tail contribution. The tail contribution to the stability
considered independent of lateral and directional equations. reduced is:
The main pitch moments on the aircraft are presented in  dCm  at  dε 
 dC  = − a 1 − dα V
Figure 1. The non-dimensional coefficient summation of all  L t   (4)

Published by Atlantis Press, Paris, France.

© the authors
1377
 The 2nd International Conference on Computer Application and System Modeling (2012)

The rate of change of downwash dε dα , airfoil lift Cm = (xcg − xac )CL + (Cm )Fus + (CmT ) − V at (αt + τdδ e )
(10)
coefficient slope a0 , wing and tail lift coefficient Then the elevator position at any airspeed point can be
slopes a and at can be estimated using experimental estimated:
estimation equations, with aircraft dimensions. As can be dCm 2W 1 1 
seen from equation (4), the tail stability contribution is δ e = δ e−trim − ⋅ ⋅  2 −
vtrim 
2
dC L ρSVτat v
usually negative, which is stabilizing. (11)
c) Fuselage contribution. The fuselage contribution to With the gearing m of the stick deflection to elevator
the longitudinal static stability of the aircraft is always angle deflection, the stick position can be determined
destabilizing. The theory accounting for the effects of the according to:
fuselage on the stability is rather complex as the interference dCm 2W  1 1 
δ s = δ s−trim − m ⋅ ⋅ ⋅ 2 −
effects of the wing and its flow pattern are very hard to dC L ρSVτat v v
2 
 trim 
(12)
predict. A simple estimation method is to use:
 dCm  K w L
2 With stability estimated and test condition parameters,
  = f f f the stick position of the tests can be plotted against
 dC L  Fus S w caw
(5) equivalent airspeed according to the (12).
The fuselage stability coefficient K is an empirical factor
f

developed from experimental evidence. It is reliable for B. Stick Free Estimation

estimating normal light aircraft. For the aircraft with reversible elevator control system,
d) Power Effects. The stability equation (2) does not the elevator will float with or against the wind, depending
consider the contribution of power effects. But if there is a on the pressure distribution over the elevator. The change in
distance between c.g. and thrust line, the thrust change will stability on freeing the elevator is all contained in the tail
produce a moment about the pitching axis and affect the contribution and is a function of the floating characteristics
longitudinal static stability. of the elevator and therefore of the elevator hinge moment.
The power output of a piston or turbo-prop engine P Under the assumption that the variation of the hinge
can be considered constant with speed v , i.e. P = T ⋅ v . The moment with angle of attack and deflection is linear, the
propeller power contribution is: elevator hinge moment coefficient can be expressed in terms
1 1 of partial derivatives as shown in (13).
dC mT 3Pρ 2 S 2 1
CH = CHαα T + CHδ δ e
= 3 3 zC L 2 (13)
dC L 22 W 2c The stick free longitudinal static stability estimation
(6) equation is reduced.
The thrust of a jet engine can be considered constant (14)
with speed. Its contribution to static longitudinal stability is: dCm  dC  dC a  dε  C 
= (xcg − xac ) +  m  + mT −V t 1 − 1 −τ Hα 
dC mT Tz dCL dC
 L Fus dC L a  dα  CHδ 
=
dC L Wc (7) The hinge moment coefficient with angle of attack and
The equation (6) and (7) indicate that the thrust and elevator deflection CHα and C Hδ is normally negative. The
weight will affect the power contribution to static estimating method of C Hα and CHδ in the software uses the
longitudinal stability. If the aircraft c.g. is below the thrust empirical results.
line, or z is negative, the power is stabilizing. If the aircraft’s flight control system is irreversible, the
Combine all the contributions discussed above, the stick elevator hinge moment coefficient does not change with
fixed longitudinal static stability estimating equation angle of attack and elevator deflection, therefore C Hα and
becomes: C Hδ are both zero. Both the stick deflection and stick force
(8) are then proportional to the elevator angle deflection. Then,
dC m  dC m  dC mT V a t  dε 
= (x cg − x ac ) +   + − 1 −  the stick free static stability equation (14) is no applicable.
dC L  dC L  Fus dC L a  dα 
By reducing the derivative dCm dC L to zero according to
At the neutral point, the aircraft is neutrally stable and
equation (14), the stick free neutral point N0 ' is obtained.
the derivative dCm dCL equals zero. From equation (8), by
(15)
reducing the derivative to zero, the neutral point N0 can be  dC  dC a  dε  C 
N 0 ' = xac −  m  − mT + V t 1 − 1 − τ Hα 
determined:  dCL  Fus dC L a  dα  C Hδ 
(9) During the stick free stability flight test, the stick forces
 dC  dC Va  dε 
N 0 = xcg = x ac −  m  − mT + t 1 −  required to change the airspeed of the aircraft from the trim
 dC L  Fus dC L a  dα 
point should be tested. The stick free stability criterion can
The stability at any other c.g. position might be be obtained from the gradient of stick force versus speed
determined by subtracting the neutral point N0 from the c.g. curve through trim. The stick force required by the pilot can
location xcg , although the tail contribution may reduce the be written as follows.
accuracy. FS = 1 2 mC H ρv 2 S e (16)
At the trim condition, the pitch moment is zero. Apply The stick force at any airspeed can be determined by
elevator deflection dδ e , the pitch moment becomes: equation (17)

Published by Atlantis Press, Paris, France.

© the authors
1378
 The 2nd International Conference on Computer Application and System Modeling (2012)

mWSeCHδ  dCm    v  
2
slope difference was correspondingly small, with no more
FS =   1 −    than 5 percent stick position errors as can be seen from the
Vτ at S w  dCL  free   vtrim  
(17) Figure 3. The estimation results of other test conditions also
The stick force at a given test airspeed depends on the had small errors from fligh test results, with less than 10
stick free stability, which is obtained from equation (14), as percent. The estimation results were close to the flight test
well as the test condition, elevator moment coefficient, results with insignificant errors, thereby the estimation
gearing from elevator to stick force, etc. results of the aircrafts’ longitudinal static stability and its
For aircraft with irreversible flight control system, tests were satisfactory.
equation (17) is not applicable to stick force estimation.
However, equation (12) could be used instead by changing
the gearing of stick force to elevator deflection (Kg/degree).

III. SOFTWARE STRUCTURE

Based on the estimation method reduced above, a
software was designed to estimate the aircraft longitudinal
static stability and its flight test. The functional flow chart is
as shown in Figure 2.The software consists of six major
forms: Main form, Input form, Stick Fixed Estimation form,
Stick Free Estimation form, Stick Deflection form and Stick
Force form. A series of accessary tools are designed for Figure 3. Stick Deflection Estimation of Cessna172 at Forward C.G
increasing the practicability of estimating prior to fligh test.
When the aircraft dimensions (twenty parameters) are V. SUMMARIES
added to the input form, the stick fixed and stick free An estimation method of aircraft longitudinal static
longitudinal statc stability estimation results will display, stability has been developped. The estimation equations of
and the stick position and stick force estimation results will stick fixed and stick free longitudinal static stability have
be computed when the test conditions are added. The stick been reduced, and the equations of stick position and stick
fixed stability estimation results include dozens of force for the stability flight test have been obtained. A
aerodynamic parameters, longitudinal stability contributions, software has been designed based on these estimation
neutal point, etc. equations for estimating prior to flight test, with twenty
dimensional parameters input. The major aerodynamic
IV. FLIGHT TEST parameters related to every longitudinal static stability
contributions can be obtained and used to analyse their
The test objective was to verify the software function effects to the stability contributions. The accessary tools can
and determine the aircraft longitudinal static stability. The increase the practicability of estimation prior to fligh test.
test aircraft included Cessna172 (ZS-MWL) and JABIRU Three sorties have been condcuted on the light aircraft
(ZU-DAX). They had reversible elevator control systems. Cessna-172 (ZS-MWL) and JABIRU (ZU-DAX) to verify
The tests were conducted from 5th Nov, 2010 to 12 Jan the estimation functions. The flight test results indicated that
2011 at Oudtshoorn airfield in South Africa. The test matrix the estimation results had insignificant difference from the
is listed in Table 1. test results.
The test results are compared with the estimation results.
The flight test results of these test points and the estimation
REFERENCES
results were very close. One example of stick position test
of Cessna-172 at forward CG is presented in Figure 3. [1] Contrland D. Perkins and Robert E.Haye. Airplane Performance
Observation of Figure 3 shows that, the estimated stick Stability and Control. Published by John Wiley and Sons
[2] Barnes W. McCormick. Aerodynamic, Aeronautics and Flight
position with equivalent airspeed curve had the same Mechanics. Published by John Wiley and Sons
decreasing trend as flight test result. The break out frictions [3] U.S. NAVAL TEST PILOT SCHOOL FLIGHT TEST MANUAL -
caused a little drift of test point from the trim position, FIXED WING STABILITY AND CONTROL. Commanding Officer.
which did not affect the stability test results. The estimating Patuxent River.
slope was slightly flatter than the test results. However, the

Published by Atlantis Press, Paris, France.

© the authors
1379
 The 2nd International Conference on Computer Application and System Modeling (2012)

Main form

Input

Irreversible N
Stick Fixed Stick Free
control
Estimation Estimation

Stick Deflection Stick Force Estimation

Estimation

Figure 2. The software flow chart

TABLE 1. TEST MATRIX

Takeoff Weight Vtrim

Test Aircraft Altitude (ft) CG Configuration
(kg) (knots)

5000 1046 Forward Cruise 65

Cruise
5000 1046 Forward 85

5000 1046 Forward Cruise 100

Cessna-172
(ZS-MWL) Cruise
5000 1046 Aft 65
5000 1046 Aft Cruise 85
Cruise
5000 1046 Aft 95

5000 470 Normal Cruise 70

JABIRU (ZU-
DAX) 5000 470 Normal Cruise 90
5000 470 Normal Cruise 100

Published by Atlantis Press, Paris, France.

© the authors
1380