• Lifecycle cost • Operating cost • Development cost • Manufacturing cost • Revenue • Valuation techniques

Commander Paul A. Sohl, USN CDR Sohl was born in Waterloo, Iowa and graduated from Rock Island High School, Rock Island, Illinois in May 1981. After graduating from the Massachusetts Institute of Technology in June 1985 with a Bachelor of Science degree in Aeronautical

PAUL ALFRED LAGACE Margaret macvicar Faculty Fellow Professor of Aeronautics and Astronautics and Engineering Systems Co-Director, Leaders For Manufacturing and System Design and Management Programs

Gordon mckinzie Manager, New Aircraft Development United airlines I joined United Airlines in 1967 and am presently Manager of New Aircraft Development, a post I have held since 1987. Assignments at United have included

Aircraft Lateral Dynamics Using a procedure similar to the longitudinal case, we can develop the equa tions of motion for the lateral dynamics

Longitudinal equations (1-15) can be rewritten as: mu Xuu+ Xww-mg cos 0+ m(w-qUo) =Zuu+ Zww+ Zq-mg sin 000+Z Iyyg =Muu+ Mww+ Mw++ There is no roll/yaw motion, so q 0

Aircraft Dynamics First note that it is possible to develop a very good approximation of a key motion of an aircraft(called the Phugoid mode) using a very simple balance between the kinetic and potential energies Consider an aircraft in steady, level fight with speed Uo and height ho The motion is perturbed slightly so that

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UPTO NoW HAVE CONJSI DERED PROBLEMS RELEVANT To THE RIGID BO0Y OYNAMICS THAT ARE IMPORTANT To AEROSPACE VEHICLES USED A BODy FRAME THAT ROTATES WITH THE VEHICLE ANOTHER TMPORTANT CLASS oF PRoBLEMS FoR Bo DIES SUCH AS GyRoscofes ROToR WITH HIGH SPIN RATE ESSENTIALY MASSLESS FRAME

ATTITUDE MOTION -TORQVE FeEE MANE 0ISCUSSED THE ROTATIONAL MOTION FRDn 1 ERSPECTvE。FE”6o0 FRAME 一NE0T0F1A0 A WAy TO CONNECT THE MOTION To THE INEATIAL FRAME So WE CAN DESCRI BE THE ACTUAL MOTION TYPICALLY DoNE 6y DESC RI BING MOTION oF NEHICLE ABoVT THE