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11/8/05
MECH 594
MECH 594
If we wish to trim the aircraft at a higher or lower trim speed we have to alter the equilibrium angle of attack, ! e . The most practical manner is through elevator deflection. But how does ! e affect CMcg ?
11/8/05
MECH 594
The tail lift coefficient is a function of !C Lt = rate of change of C L with respect t !" both ! and " to " t at constant # e
t e
!C L !# e
!it
CL =
t
"t +
!C L !# e
# e = at" t +
!C L !# e
#e
So we have for the pitching moment about the center of gravity: C Mcg = C M
acwb
+ CL
wb
(h
cg
$ hac
wb
)$ %
MECH 594
Taking the partial derivative of C Mcg wrt to ! e gives "C Mcg "! e = #$ H "C L "! e
t
the aircraft type then, the increment in C Mcg due only to a given elevator deflection ! e is %C Mcg = #$ H "C L "! e
t
!e
11/8/05
MECH 594
C Mcg = C M 0 + = CM 0 +
&e
MECH 594
What elevator deflection will give the aircraft a new equilibrium angle of attack ! n? At a new trim C Mcg = 0 at ! a = ! n where " e = " trim so we can write #C Mcg #! #C L #" e #C Mcg #! #C L #" e
C Mcg = C M 0 +
! a $ %H
" e and 0 = C M 0 +
! n $ %H
" trim
So
" trim =
CM 0 + %H
#C Mcg #! #C L #" e
t
!n
This equation gives the elevator deflection necessary to trim the aircraft at a given angle of attack ! n . % H is a known value from the aircraft design, and C M 0 , #C Mcg / #! , and #C L / #" e are known values derived from wind-tunnel or
t
free-flight data.
11/8/05
MECH 594
MECH 594
11/8/05
MECH 594
Directional and Lateral Stability and Control Directional stability and control refers to airplane behavior in yaw Movement of longitudinal axis when its rotated about its vertical axis. Rotation caused by yawing moments. In pure yawing case, there is no pitching or rolling. Dynamic directional stability is coupled with dynamic roll stability.
MECH 594
11/8/05
MECH 594
MECH 594
where N CG = yawing moment about CG (ft-lb) C N (CG ) = coefficient of yawing moment about CG
11/8/05
MECH 594
MECH 594
As with pitch, it is not unusual for airplane to be stable at small sideslip angles and unstable at high sideslip angles.
11/8/05
MECH 594
Contribution of Aircraft Components to Yaw Stability Wing contribution to positive static directional stability is small, but increases with amount of sweepback. In the figure, the right wing produces more drag, so plane turns toward RW. The right wing produces more lift, and this is a roll factor.
MECH 594
Contribution of Aircraft Components to Yaw Stability CP near quarter length of fuselage (subsonic), which is ahead of CG the fuselage is destabilizing. Effect of engine nacelles is comparable to impact discussed for pitch stability. For propeller or engine inlet ahead of CG, effect is destabilizing. For propeller or engine inlet behind CG, effect is stabilizing.
11/8/05
MECH 594
Vertical Tail (ie vertical stabilizer). As name implies, strongly stabilizing. Dorsal tail better, because it does not increase parasite drag as much.
MECH 594
11/8/05
MECH 594
Fixing rudder in neutral position prevents rudder float and increases vertical tail area. This increases directional static stability. For aircraft with conventional, reversible controls, there is increased directional stability results if the pilot keeps both feet on pedals and holds the rudder in a neutral position.
MECH 594
If vertical tail engulfed in stalled air from wings at high angles of attack, it will not be effective in developing sideward forces. Static directional stability will deteriorate. Stalled air will have a strong, negative effect on ability to recover from spins and unusual attitudes
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11/8/05
MECH 594
Directional Control
Five conditions of flight can be critical to directional control exerted by rudder: 1. Spin Recovery 2. Adverse yaw 3. Slipstream rotation Rotates about fuselage as shown If strikes left side of stabilizer, will cause nose-left yawing moment Yawing moment must be overcome with rudder force to maintain directional control 4. Crosswind takeoff and landing 5. Asymmetrical thrust Left engine assumed to have lost thrust, resulting in nose-left yawing moment Opposite yawing moment must be developed by rudder / vertical stabilizer
MECH 594
Lateral stability refers to behavior of airplane in roll Movement of lateral axis when rotated about longitudinal axis. Results when rolling moment (L) acts on aircraft. Caused by either pilot activating ailerons or sideslip angle From stability standpoint, more interested in sideslip angle impact
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11/8/05
MECH 594
Picture shows airplane sideslipping to right Rolling moment developed Since yawing to right, left wing moves faster than right wing, left wing develops more lift, plane rolls to right For static lateral stability need wings leveling rolling moment Three possible tendencies: (a) Left-wing-down rolling moment (positive lateral static stability) (b) No rolling moment developed (neutral lateral static stability) (c) Unstable airplane (negative lateral static stability)
MECH 594
L'CG = C L' (CG ) qSb where L'CG = rolling moment about CG C L '(CG ) = coefficient rolling moment about CG
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11/8/05
MECH 594
MECH 594
Wing Dihedral: Makes angle of with horizontal Sideslip gives velocity of Vy Roll gives velocity of Vz
Vx Vy Vz
Wing line Vy V Vn z
Dihedral increases by on right wing and decreases it by same amount on left, tending to bring wings level
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11/8/05
MECH 594
CG V CG
MECH 594
Contributions of Aircraft Components to Roll Stability Vertical tail: Side forces stabilizing since tail is above CG Complete aircraft: Total airplane must have positive lateral stability Some components may have negative stability. Okay as long as this is overcome by other components
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11/8/05
MECH 594
Lateral Control Accomplished by providing differential lift on wings with ailerons or spoilers. Delta wing aircraft often combine ailerons and elevators into single control unit called elevon or ailevator. Both left and right surfaces act together when elevator action is needed. Left and right surfaces act in opposition when roll motion is required. A combination of pitch and roll response is also possible. High roll rates desirable.
MECH 594
From before, static stability depends on aircrafts reaction to imposed sideslip angle. Both yawing and rolling produce sideslip. Conversely, sideslip produces yawing and rolling moments. Two moments interact and result in coupled effects that determine dynamic stability in yaw and roll.
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11/8/05
MECH 594
Rolling moments usually produced by use of ailerons. However, as stated previously, yawing can produce roll. Example: pilot applies right rudder and The aircraft yaws to right The left wing moves faster than right wing The left wing develops more lift, and aircraft rolls to the right
MECH 594
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11/8/05
MECH 594
Adverse Yaw
Airplane normally yaws in same direction as it is rolled. Possible for airplane to yaw in opposite direction to roll can lead to loss of control, and is called adverse yaw. Effective wind on up-going right wing is resultant of freestream and downward winds. Lift vector tilted backward. Lift vector on down-going wing tilted forward. Lift vector on up-going wing and lift vector on down-going wing both oppose yaw in direction of turn. Try to turn to right adverse yaw
MECH 594
(c) Dutch roll Sideslips to right, yaws to right Right wing develops more lift , plane rolls to left If not controlled, right wing causes sideslip to left
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11/8/05
MECH 594
MECH 594
Notes
Questions?
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11/8/05
MECH 594
Notes
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