By John H Blacelock
This is often in no way my favourite e-book on dynamics or keep watch over, yet every body references it, so that you should still most likely have a replica of it if you are a significant aeronautics assistance and keep watch over expert.
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Additional info for Automatic Control of Aircraft and Missiles
And ex are usually negligible and are neglected in the following pages~ The de;ivation of the equations for the rest of the stability derivatives follows. ex is the change in the force in the X direction due to a change in the forward velocity. The force in the X direction, when the aircraft is in equilibrium flight with Wo = 0, depends on the thrust and the drag. The thrust vector may not be aligned with the velocity vector of the aircraft, but the angle between these two vectors normally is small.
As the aircraft proceeds from the highest point of the flight path to the lowest point, it picks up speed, thus increasing the lift of the wing and curving the flight path until the aircraft starts climbing again and the velocity decreases; the lift decreases and the flight path curves downward. This condition continues until the motion is damped out, which generally requires a considerable number of cycles. However, the period is very long, and the pilot can damp the phugoid successfully even if it is slightly divergent or unstable.
And S equations, shows that a rolling or yawing moment excites angular velocities about all three axes; thus except for certain cases the equations cannot be decoupled. The assumptions necessary for this decoupling will be discussed in Chapter 3 on the lateral dynamics of the aircraft, and the condition when this separation of the equations is not valid will be discussed in Chapter 5 on inertial cross-coupling. The rest of this chapter will be devoted to the . expansion of the longitudinal equations of motion.