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Robert Stengel, Aircraft Flight Dynamics, MAE 331, 2018
Learning Objectives
• Aerodynamic balance and moment
• Aerodynamic center, center of
pressure, neutral point, and static
margin
• Configuration and angle-of-attack
effects on pitching moment and
stability
• Configuration and sideslip-angle
effects on lateral-directional (i.e.,
rolling and yawing) aerodynamic
moments Reading:
Flight Dynamics
• Tail design effects on airplane Aerodynamic Coefficients, 96-118
aerodynamics
Copyright 2018 by Robert Stengel. All rights reserved. For educational use
only.
http://www.princeton.edu/~stengel/MAE331.html 1
http://www.princeton.edu/~stengel/FlightDynamics.html
Review Questions
§ Why is induced drag proportional to angle of attack
squared?
§ What spanwise lift distribution gives minimum induced
drag?
§ Why can lift and drag coefficients be approximated by
the Newtonian-flow assumption at very high angle of
attack?
§ How does profile drag vary with Mach number?
§ What are some functions of secondary wing
structures?
§ What is the primary function of leading edge
extensions?
§ What is the “Area Rule”?
2
1
Handbook Approach to
Aerodynamic Estimation
• Build estimates from component effects
– Technical reports, textbooks, ...
– USAF Stability and Control DATCOM (download at
http://www.pdas.com/datcomb.html)
– USAF Digital DATCOM (see Wikipedia page)
– ESDU Data Sheets (see Wikipedia page)
Interference
Effects Tail
Interference Aerodynamics
Effects Fuselage
Aerodynamics
Wing
Aerodynamics
Interference
Effects
Moments of the
Airplane
2
Airplane Balance
• Conventional aft-tail configuration
– c.m. near wing's aerodynamic center [point at which wing's
pitching moment coefficient is invariant with angle of attack
~25% mean aerodynamic chord (mac)]
• Tailless airplane: c.m. ahead of the neutral point
Northrop N-9M
Douglas DC-3
Airplane Balance
• Canard configuration:
– Neutral point moved forward by canard surfaces
– Center of mass may be behind the neutral point, requiring
closed-loop stabilization
• Fly-by-wire feedback control can expand envelope
of allowable center-of-mass locations
Grumman X-29
McDonnell-Douglas X-36
3
Moment Produced By
Force on a Particle
r! : Cross-product-equivalent matrix
i j k
r×f = x y z ( ) ( )
= yfz − zfy i + ( zfx − xfz ) j + xfy − yfx k
fx fy fz
⎡
(
⎡ mx ⎤ ⎢ yfz − zfy ) ⎤
⎥ ⎡ 0 −z y ⎤ ⎡ fx ⎤
⎢ ⎥ ⎥ = r × f ! r" f = ⎢ z ⎥⎢ ⎥
m = ⎢ my ⎥ = ⎢ ( zfx − xfz ) ⎢ 0 −x ⎥ ⎢ fy ⎥
⎢ ⎥
⎢ m ⎥ ⎢ ⎢ −y x 0 ⎥ ⎢ fz ⎥
⎢⎣ z ⎥⎦
⎢⎣ (
xfy − yfx ) ⎥
⎥⎦
⎣ ⎦ ⎢⎣ ⎥⎦ 7
! X $
# B &
f B = # YB &
# &
" ZB %
Moment Vector
! L $
# B &
mB = # M B &
# &
" NB %
8
4
Aerodynamic Force
and Moment Vectors
of the Airplane
Force Vector
! f $ ! X $
# x & # B &
fB = ∫ # fy & dx dy dz = # YB &
Surface
# & # &
#" fz &% " ZB %
Moment Vector
" %
$ ( yfz − zfy )
" L %
' $ B '
mB = ∫ $ zf − xf ' dx dy dz =$ M
Surface $
( x z) ' B '
$ '
$ ( xf − yf )
# y x
'
& # NB & 9
Pitching Moment
of the Airplane
10
5
Body-Axis Reference Frames
• Reference frame origin
is arbitrary; it is a
fiducial point
– x axis along centerline
– Tip of nose: All values of
x on airframe are
negative, but nose shape
could change
– Forward-most bulkhead:
Fixed for all
manufacturing
measurements
– Center of mass:
Rotational center, but
changes with fuel use,
payload, etc.
11
F-86E F-86D
12
6
Pitching Moment
(moment about the y axis)
Pressure and shear stress differentials
x moment arms
Integrate over the airplane surface to
produce a net pitching moment
Body - Axis Pitching Moment = M B
=− ∫∫ ⎡⎣ Δpz ( x, y ) + Δsz ( x, y ) ⎤⎦ ( x − xcm ) dx dy
surface
13
Pitching Moment
(moment about the y axis)
Distributed effects can be aggregated to
local centers of pressure indexed by i
I I
M B ≈ − ∑ Zi ( xi − x cm ) + ∑ Xi ( zi − zcm )
i=1 i=1
M B = Cm q Sc
14
7
Pure Couple
• Net force = 0 • Net moment ≠ 0
Rockets Cambered Lifting Surface
8
Net Center of Pressure
Local centers of pressure can be aggregated at a net center
of pressure (or neutral point) along the body x axis
(
⎡ x C ) (
+ xcpC N ) (
+ xcpC N ) + ...⎤
=⎣ ⎦
cp N wing fuselage tail
xcpnet
C Ntotal
C N = −CZ
S = reference area
C A = −C X
Body Axes
Wind Axes
(w.r.t, velocity vector)
17
Static Margin
• Static margin (SM) reflects the distance between the
center of mass (cm) and the net center of pressure (cp)
• Body axes
• Normalized by mean aerodynamic chord
• Does not reflect z position of center of pressure
• Positive SM if cp is behind cm
Static Margin ! SM =
(
100 xcm − xcpnet ) B
,%
c
(
≡ 100 hcm − hcpnet % )
xcm
hcm ! 18
c
9
Static Margin
Static Margin = SM
=
(
100 xcm − xcpnet ), %
c
(
≡ 100 hcm − hcpnet % )
19
C mo
( )
M B = Cmo + Cmα α q Sc α Trim = −
Cmα
20
10
Pitch-Moment Coefficient
Sensitivity to Angle of Attack
For small angle of attack and no control deflection
( )
Cmα ≈ −C Nα net hcm − hcpnet ≈ −C Lα net hcm − hcpnet ( )
⎛ xcm − xcpwing ⎞ ⎛ xcm − xcpht ⎞
≈ −C Lα wing ⎜ ⎟⎠ − C α ht ⎜ ⎟⎠
⎝
L
⎝ c c
referenced to wing area, S
21
• Downwash effect on
aft horizontal tail
• Upwash effect on a
canard (i.e., forward)
surface
22
11
Aerodynamic Center and Center
of Pressure of a Wing
∂Cm
xac = x for which ≡0
∂α
= xcp for a symmetric airfoil
≠ xcp for an asymmetric airfoil
NACA 0012
NACA 2412
Airfoil Tools
http://airfoiltools.com
NACA 4412
23
( )
M B = Cm q Sc ≈ ⎡⎣Cmo − C Nα hcm − hcpnet α ⎤⎦ q Sc
(
≈ ⎡⎣Cmo − C Lα hcm − hcpnet)α ⎤⎦ q Sc
24
12
Effect of Static Margin on
Pitching Moment
Sum of moments is zero in trimmed condition
(
M B = Cmo + Cmα α q Sc )
= 0 in trimmed (equilibrium) flight
Typically, static margin is positive and ∂Cm/∂α is
negative for static pitch stability
25
( )
M B = Cmo + Cmα α + Cmδ E δ E q Sc
α Trim = −
1
Cmα
(
Cmo + Cmδ E δ E )
Elevator deflection effectively changes Cmo 26
13
Historical Factoids
Aviation in The Great War
• 1914-18: World War I changes the
complexion of flying
SPAD S.VII
– Reconnaissance
– Air superiority (dog fights)
– Bombing
– Personal transport
• Wrights US monopoly broken by
licensing for war effort
• Aircraft Design
– Biplanes, a few mono- and
triplanes
– Design for practical functions
– Multiple engines, larger aircraft
– Aft tails
– Increased maneuverability,
speed, g-loads, altitude
– Improved piston engines
– Tractor propellers 27
http://www..com/watch?v=6ETc1mNNQg8youtube
28
http://www.youtube.com/watch?v=OBH_Mb0Kj2s
14
Stability OR Control?
Lateral-Directional Effects
of Sideslip Angle
30
15
Rolling and Yawing Moments
of the Airplane
Distributed effects can be aggregated to
local centers of pressure indexed by i
Rolling Moment
I I
LB ≈ ∑ Zi ( yi − y cm ) − ∑ Yi ( zi − zcm )
i=1 i=1
§ Sideslip usually a
small angle ( 5 deg)
§ Side force generally
not a significant effect
§ Yawing and rolling
moments are principal
effects
32
16
Side Force due to Sideslip Angle
∂CY
Y≈ qS • β = CYβ qS • β
∂β
• Fuselage, vertical tail, nacelles, and wing are main
contributors
CY ≈ CY
β
( ) β
Fuselage
( )
+ CY
β
Vertical Tail
( )
+ CY
β
Nacelles
( )
+ CY
β
Wing
S = reference area
33
(C ) Yβ
Vertical Tail
⎛ ∂C ⎞
≈⎜ Y ⎟
⎛S ⎞
ηvt ⎜ vt ⎟
⎝ ∂β ⎠ ref = Svt ⎝ S ⎠
(C ) π d Base
2
SBase
Yβ ≈ −2 ; SB = 4
Fuselage S
(C ) Yβ
Wing
≈ −C DParasite, Wing − kΓ 2
17
Yawing Moment due to Sideslip Angle
∂ Cn ⎛ ρV 2 ⎞
N≈ Sb • β = Cnβ qSb • β
∂β ⎜⎝ 2 ⎟⎠
( )
Cnβ ≈ Cnβ
Vertical Tail
+ Cnβ( ) Fuselage
( )
+ Cnβ
Wing
( )
+ Cnβ
Propeller
35
S = reference area
(C )
nβ
Vertical Tail
≈ −CYβvt ηvt
Svt lvt
Sb
−CYβvt ηvtVVT
%V 2 (
( )
ηvt = ηelas 1+ ∂σ ∂β ' vt2 *
& VN )
Svt lvt
VVT = = Vertical Tail Volume Ratio
Sb 36
18
Yawing Moment due to Sideslip Angle
Fuselage contribution
−2K VolumeFuselage
(C )nβ
Fuselage
=
Sb
1.3
" %
K = $1− dmax '
# Length fuselage &
k1
(C )
nβ
Wing
= 0.075C LN Γ + fcn ( Λ, AR, λ ) C LN 2
AR
C lβ ≈ C lβ ( ) Wing
( )
+ C lβ
Wing − Fuselage
+ C lβ( ) Vertical Tail
38
19
Rolling Moment due to Sideslip Angle
40
20
Tail Design
Effects
• Aerodynamics
analogous to those of
the wing
• Longitudinal stability
– Horizontal stabilizer
– Short period natural
frequency and damping
• Directional stability
– Vertical stabilizer (fin)
• Ventral fins
• Strakes
• Leading-edge
extensions
• Multiple surfaces
• Butterfly (V) tail
– Dutch roll natural
frequency and damping
• Stall or spin prevention/
recovery
• Avoid rudder lock (TBD)
41
Sht lht
VHT =
S c 42
21
Tail Moment Sensitivity to
Angle of Attack
2
( )
Cmα ht = − C Lα ht
⎛ Vht ⎞ ⎛
⎜ ⎟
ht ⎝ V ⎠ ⎝
N
⎜ 1−
∂ε ⎞
⎟
∂α ⎠
⎡⎛ S ⎞ ⎛ l ⎞ ⎤
ηelas ⎢⎜ ht ⎟ ⎜ ht ⎟ ⎥
⎣⎝ S ⎠ ⎝ c ⎠ ⎦
2
( )
= − C Lα ht
⎛ Vht ⎞ ⎛
⎜ ⎟
ht ⎝ V ⎠ ⎝
N
⎜ 1−
∂ε ⎞
⎟η V
∂α ⎠ elas HT
Sht lht
VHT = = Horizontal Tail Volume Ratio
Sc
43
∂C L
C Lδ E !
∂δ E
= τ htηht C Lα ( ) ht
Sht
S
≈ C Nδ E
τ ht = Carryover effect
ΔC N = C Nδ E δ E (C )
Lα
ht
ηht = Tail efficiency factor
= Horizontal tail lift-coefficient slope
Sht = Horizontal tail reference area
Cmδ E = C Nδ E
lht
c
≈ −τ htηht C Lα ( ) ⎛ Sht lht ⎞
⎜
ht ⎝ S c ⎠
⎟
= −τ htηht C Lα ( ) ht
VHT
44
22
Downwash and Elasticity Also
Effect Elevator Sensitivity
2
⎡⎛ ∂C L ⎞ ⎤ ⎛ Vtail ⎞ ⎛ ∂ε ⎞
⎢⎜⎝ ∂δ E ⎟⎠ ⎥
⎣ ht ⎦ ref = S
(
= C Lδ E ) ref = S
(
= C Lδ E ) ref = Sht ⎜
⎝ VN ⎠ ⎟ ⎜⎝ 1−
∂α
⎛ Sht ⎞
⎟⎠ ηelas ⎜⎝ ⎟⎠
S
45
Svt lvt
VVT =
S b
Otto Koppen: “If they build more than one of these, they’re crazy!”
http://en.wikipedia.org/wiki/Otto_C._Koppen
46
23
Lateral-Directional Control Surfaces
Elevons
Rudder
47
⎛ ∂C ⎞
(C )
Yδ R
ref =S
!⎜ Y ⎟ =⎡ C
⎝ ∂δ R ⎠ ref =S ⎣ Lα ( ) ⎤
vt ⎦ ref =Svt
S
τ vtηvt vt
S
ΔCY = CYδ Rδ R
(C )
nδ R
ref =S
( )
= − CYδ R
lvt
ref =S b ⎣ ( )
≈ − ⎡ C Lα ⎤
vt ⎦ ref =Svt
⎛S l ⎞
τ vtηvt ⎜ vt vt ⎟
⎝ S b⎠
⎣( )
= −τ vtηvt ⎡ C Lα
vt
⎤ V
⎦ ref =Svt VT
48
24
Rolling Moment due to Aileron
Deflection
L ≈ Cl δ qSb • δ A L A
Ayres Thrush
Crop Duster
49
Next Time:
Aircraft Performance
Reading:
Flight Dynamics
Aerodynamic Coefficients, 118-130
Learning Objectives
Definitions of airspeed
Performance parameters
Steady cruising flight conditions
Breguet range equations
Optimize cruising flight for minimum thrust and power
Flight envelope
50
25
Supplemental Material
51
Sopwith Camel
http://www.youtube.com/watch?v=3ApowyEXSXM
52
26
S.E.-5 vs. Fokker D.VII
• RAF S.E.-5: theoretical approach to design
– Best WWI design from the Royal Aircraft
Factory
– Stationary engine
– High dihedral
– Stable spiral mode
– High control forces
– Poor maneuverability
– Relatively safe and effective
53
• Straight Wing
– Subsonic center of
pressure (c.p.) at ~1/4
mean aerodynamic
chord (m.a.c.)
– Transonic-supersonic
c.p. at ~1/2 m.a.c.
• Delta Wing
– Subsonic-supersonic
c.p. at ~2/3 m.a.c.
54
27
Subsonic Pitching Coefficient
vs. Angle of Attack (0 < α <
90 )
55
28
Pitch Up and Deep Stall, Cm vs. a
SM variation
• Possibility of 2
stable equilibrium
(trim) points with
same control
setting
– Low α
– High α
• High-angle trim is
called deep stall
– Low lift
– High drag
• Large control
moment required to
regain low-angle
trim
dE variation
57
29
Pitch Up: Explanation of CL vs. Cm
Cross-plot
• Crossplot CL vs. Cm to obtain plots such as those shown on previous slide
• Positive break in Cm is due to forward movement of net center of pressure,
decreasing static margin
https://www.youtube.com/watch?v=Q2qqKwndFW0 59
Shortal-Maggin
Longitudinal
Stability Boundary
for Swept Wings
• Stable or unstable pitch AR
break at the stall
• Stability boundary is
expressed as a function of
– Aspect ratio
– Sweep angle of the
quarter chord
– Taper ratio
30
Horizontal Tail Location
• Horizontal tail and elevator in wing
wake at selected angles of attack
• Effectiveness of high-mounted elevator
is unaffected by wing wake at low to
moderate angle of attack
• Effectiveness of low tail is unaffected by
wing wake at high angle of attack
61
Lockheed C-69
Fairchild-Republic A-10
62
31
Ventral Fin Effects
Increase directional stability
Counter roll due to sideslip of the dorsal fin
Learjet 60
Beechcraft 1900D
63
V (Butterfly) Tails
• Analogous to conventional tail at Beechcraft Bonanza
low angles of attack and sideslip
• Control surface deflection
– Sum: Pitch control
– Difference: Yaw control
• Nonlinear effects at high angle of
attack are quite different from
conventional tail
64
32
Effects of Wing Aspect Ratio and
Sweep Angle
• Lift slope
• Pitching moment slope
• Lift-to-drag ratio
• All contribute to
– Phugoid damping
– Short period natural frequency and
damping
– Roll damping
65
L
C Ltotal (C Lo + C Lα α )
D = C + εC 2 = total
(
Do L )
total
⎡⎣C Do + ε C L2 ⎤⎦
total
Roll damping
Wing with taper Thin triangular wing
∂ ( ΔCl )wing
(C ) (C ) π AR
C Lαwing ⎛ 1 + 3λ ⎞
= =− ⎜ ⎟ =−
12 ⎝ 1 + λ ⎠
l p̂
∂ p̂
l p̂
wing Wing 32
66
33
Propeller Effects
67
34
Loss of Engine
• Loss of engine produces large yawing
(and sometimes rolling) moment(s),
requiring major application of controls
• Engine-out training can be as
hazardous, especially during takeoff, for
both propeller and jet aircraft
• Acute problem for general-aviation
pilots graduating from single-engine
aircraft
Learjet 60
Beechcraft Baron
69
Boeing/Bell V-22
70
35
Some Videos
XF-92A, 1948
http://www.youtube.com/watch?v=hVjaiMXvCTQ
http://www.youtube.com/watch?v=saeejPWQTHw
http://www.youtube.com/watch?v=WmseXJ7DV4c&feature=related
http://www.youtube.com/watch?v=BMcuVhzCrX8&feature=related
Pitch-Moment Coefficient
Sensitivity to Angle of Attack
For small angle of attack and no control deflection
(
M B = Cm q Sc ≈ Cmo + Cmα α q Sc )
72
36