Q -dtt)

-
---
G·
c:: -
iJ 1!0)
~~{J__Q----'2-

_ { d_ft.- , ,r ·c).c,_ ,(-r (__~~Unit_3

STATIC LONGITUDINAL STABILITY Mi"D CONTROL _.-,,,, ~°"' ,-

STICK-FREE . .

f-- '-""'7 ~ - -:.,.~ -

6-1 General Discussion 7/-.--
In Chapter 5 it was pointP.d out that one of the ways that the static
longitudinal stability of the airplane is felt by the pilot is through the
variation required of the _elevator angle and, thereby, the control
position, with change in air speed. This variation was demonstrated to
be a function of the stability criterion, dCmfdC L, with controls iocked
and is usually referred to as the static longitudinal stability stick-fi.xed .
. A_second w~y in which· the pilot "feels" the static longitudinal
stability of t})e airplane is through the stick force required to change the
speed of the airplane from a given trim condition. The magnitude of
the _control force, or stick force, F 3, required of the ·pilot to change the
speed from ariy gi~trim condition (Fa = O) cannot be related di-
rectly to the stability criterion, dCm/dCL, with fixed elevator as de-
~ ' but can be shown to b~ closely related to a new criterion,
dCm/dCL, with control left free "to float with the wind. This second
type of static longitudinal stability is commonly referred to as stick-
free stability, and, as ""ill be demonsti-ated, is of extreme importance
to the pilot in controlling the airplane. .
If the elevator is mounted on frictionless bearings, it will fl.oat with
or against fue wind, dep~nding on th'e pressure distribution over the
elevator. T~ pressure distribution will create a moment about the
co~trol surface hinge referred to as ih~ hinge moment, causing the ele-
vator to rotate to some new floating angle, thereby S:,ltering the sta.-:...
bility contrib~tion of the -nonzontal taiI:-If, for a certain .airplane
configuration, an increase in the afrpfa:ite's lift coefficient from equi- .
librium yields a. restoring moment_ clue to the horizontal tail, this re-
storing moment may be reduced if the elevator floats up with increase
in airplane lif-fcoefficient. The airplane will therefore be less stable
with elevatoi:'Ji-ee than with elevator locked. On the other hand, if
the elevator is balanced so that it ·will float down with increase in air-
plane lift coefficient, it will produc_e·_a higher restoring moment than was
obtained ·with _the elevator fixed and will consequently be more stable.
267
 STABILITY AND CONTROL STICK-FREE
268
The change in ·stability on freeing the elevators ~s all contained ,
th; tail contribution and is a function of the fl?at1ng characteristfc_,
of the elevator and therefore of the elevator hinge mome~ts. . Any
study therefore of the airplane's stick-free stability or the variation
of co~trol force' with speed necessarily requires some estimate of the.
characteristics of the hinge moments created by the pressure distribu-
tion over the control surface as the airplane's attitude is changed.
The pressure distribution over flapped airfoils operating at a given
angle of attack and flap deflection can be estimated from the normal
potential flow theory, and therefore the hinge moments can be esti-
.!!}_!Lted -~eoretically. It has been found, however, that the values of
the control surface hinge moments, as given by theory, differ widely
from those found in practice. The reason for this lies in the fact that
the simple potential theory neglects the boundary layer, which in reality
has a large influence on the flap hinge moments. No attempt will be
made herein to develop the potential theory of hinge momen ts because
. of its inaccuracy and because of lack of space. The subject of the
cont_r~l hing? moment \\ill be approa~ed from a more qualitative and
em.pineal pomt of view.
Hinge
line

.,,.-,,/4I\ oe
--------- .,-+,'\~!~:
--------- -- - '
----------
Wind

0 r:=======3t~~~--
R
+ l
FIGURE· 6-1. Pressure distribution due to control deflection.

6-2 The Hinge Moment Parameters

· The control &urface, in almost all cases is a plain flap mak· · th
f f . . . . , mg up c
rear_ por 10n O an a1rf01l section. The pressure distribution over this
?05t10n and, theref?re, over the flap is governed byt;wo major variables.
~ e first of these 1s the angle of attack of the airfoil and th ,
; ) th d fl · , e secona
~6 e e. ect10~ of the flap chord with respect to the airfoil chord
Changes m angie of attack and flap deflection alter th d" ·
t ·b · h . . . e pressure 1s-
n ut1on over t e entire a1rfo1l and consequently change th ·
tude of the flap hinge moment. e magru-
A typical pressure distribution over .a horizontal tail at zero angle of
attack, but with varying elevator angles, is shown in Figure 6-1. ...
f i

~ I
6-2]
9 THE HINGE MOMENT PARAMETERS
271

FIGURE 6-5. Typical hinge moment curves.

Under the assumption that the variation of hi~ge m?ment with angle
of attack and deflection is linear, the absolute value of the hinge
moment, angle of attack, and deflection can replace the differentials.

HM. = (oHM)
--
oa &
a+ (aHM)
-
00
o
a

The variation of the hinge moment with both control surface de-
flection and angle of attack represented by equation (~is shown as
the family of curves in Figure 6-5. .- Q)
it has been found very convenient to non-dimensionalize the hinge
moment, as was done with the lift, drag, and pitching moment. The
hinge moment coefficient, Ch, is obtained by dividing the hinge moment
in pound-feet by the dynamic pressure, q, in pounds per ·square foot,
the area of the control surface back of the hinge line, Sc, in square feet,
and the root mean square chord of the control surface aft of the_liinge
line, Cc, in feet. ··

C1,.=-
HM
qSccc
 ID CONTROL STICK-FREE
STABILITY AN .
m - fficient can be ex.1>re~ed"m rms of Patt\\\:
The hinge moment coe . (~{9
derivatives as was done in equation

CA= (~)
1
" + (~~t & (§:,416)
d (aC /ao) are usually written
Th~ partial derivatives (aCh/oa)a an d ~II be awritten in this form
f C and Ch6 an WI
in the short-hand_ orm, ha
•
• ' k I this notation equation
throughout the remainder of this boo . n -
( ~ s written as follows: · (6-fa;AJ
t?,} C1,, = Cha a+ C1,,3 O ~'b
One further addition is necessary _to make this equat i~~ 1;1~~:tl~
general and that is to include a term to allow for a rem.. u g
momen~ at zero angle of attack and deflection for cambered surfaces.
·The coefficient of this residual hinge moment is given as Cla{,-
c,., = C11.o + C11.a a + C11.& o .
As most control surfaces use ~etric airfoil sections, the term
Cho will not be included unless a specific case requiring this term is
under investigation.
6-3 Control Surface _Floating Characteristics and Aerodynamic
Balance '
_One of the important characteristics of any control surface is its
so-called floating characteristics. If the control surface is mounted on
frictionless bearings and the whole surface given an angle of attack,
the hinge moll).ent developed for the unbalanced flap of Figures 6-1
and 6-3 will tend to make the contro1 float up. Thi~ tendency is
function of the parameter Cha· 'However, as soon as the control surface
t st~rts to float up, a new pressure distribution due to the parameter
Ch& is added which tends to prevent the elevator from floating u~
An equilibrium floating angle is reached when the ;.'....floating tendency,"
Cho., is just opposed by the "restoring tendency," Ch 5• The floating
angle can be solved mathematically from equation ( ~ y equating
Ch to zero and solving for the control surface angle, 8. "'\

. 0Float =- Cha
-C a
· ,Y.
(-t:f-7)
. h&

The control surface floating angle, therefore, varies with angle of

attack, and if Cha and Ch 6 both have negative signs, the elevator will
_
1vJ:'7- .
fl.oat up more and more with increasing angle of attack. The rate
. ~the elevator flo~ with :,ngie of attack can be obtained readi!y,by
~.ha

- Lh~
. \,'\--\r., _.,1,. Q:--z.e_, l"'~ ,,¥zj
. ~ -' ->G)
6-3] co
NTR~SUR.FACE FLOATING 273
differentiatin e .
g quation (
i with respect to a, obtaining
'
•
d8Float Cha
=·--
da Chr,

~a.:itu
0
The. floating
d charac tenstics
· • of the control surface as well as the
e of the hinge moment coefficient depend on the magnitudes
e parameters Cha and Cho• On most control surfaces it is im-

, __ (a) (b)

f:===--=--:=.
I I I I

I I I

:a_ -I
t
I I
t z I

~l°" ! - .___ ,a,-cf

I .s.-100

I II II
I .
I I I
I I I
1
I
I I I
I
I

------ 0.-0°
a,-100
Chord Position

FIGURE 6-6. Se~back hinge line.

portant .to reduce the floating t.eiidency to as near zero as racticable.

This means C1i.a should be e to ave a zero slope. At the same
time Cha must be made to have a low slope if the pilot is to be able to
move the control at all, especially for large, very fast airplanes.
· Methods for controlling the parameters C1i.a and Cha are therefore of
prime interest a;d·are referred to as methods of ae:i;odynamic balancing
control surface.
One of the most frequently used methods of aerod~c balancing
contror surfaces is the set-back hing_e. This is a very powerful method,
and its mechanics can be , demonstrated by restudying Figures 6- i
and 6-3. The pressure distribution over the su:.-face can be redrawn·
as in Figure 6-6. '
I
With the hinge line at the nose radius, the summation of moments
due to the pressure distribution will create a resultant moment tending
to raise the control surface in each case. However, as the hinge line
is moved aft, the summation of moments about the hinge line will
yield a total moment somewhat smaller, and finally, if the hinge line is
moYed far enough aft, the sign of the resultant moment can be re-
 AND CONTROL STICK-FREE
STABILITY
274
. . is ro.oved a.ft far enough so that t\\
versed. When the hinge hne t is said to be_overbalanced ·
. rsed the con ro1
resultant moment 1s reve , d C re therefore very sensitive
ters CL an M a · 1· ·
The ~nge ?1-omen~ ~arame . no: ro.ore positive as .~h-~-~~ge me lS
to hmge line pqs1t1on, beco~g ____..-----· ·
moved aft.

6-4 Estimation of Hinge Moment Parameters

. . ents is one of the m(?st
The estimation of control surface hinge mom f t"1ng the aero-
important and one of the roost difficult problems con ron te the
dynamicist. This is due to the fact that these _momentls creda ·•hich
. the pilot
forces which . must overcome ath.1s cockp1t· contro s an '• I
give him a sense of "feel" of the airplane. Predictiol!_~f th-~ ch~n t:ts
0

. il f · th ai·rplane wit m 1
~~rces requ~-~ of__ the p ot. o~ m_ane~ve~g · e
aeroey-narruc and structural lllllltat1ons is ba.._i:e<i on s.n estimate O t
of
param~rsL and the success - .t he ali-pfane depends largely on how
accurately this estimate is made.
The co~trol su _ce hi~ge moments are predicted in practic~ by two
,general metl )/One of these is a semianalytical~mpiricai met_hod, *
and the oth rLu 1 izes tests ·of a geometrically-simifar scale model 1p the
wind tunne · Prediction of control surface hmge -moments, analyti-
caUy from the lifting line theory, has never proved accurate enough
for practical use, probably because of the strong influence of the
boundary layer, neglected in these calculations. All methods for-
predicting control surface hinge moments are subject to rather large
errors and are quite unreliable, except possibly for the method of
measuring the hinge moments at large seale in the ,vind tunnel.
A method for obtaining a first approximation to the hinge moment
parameters Cha and Ch~ has been developed for the case of aerodynamic
balance b:Y,'.,~ the set-back hin@. This method would be relatively
simple if s~tting oack the hinge were the only varia~ Unfortunately,
these paramete!"5 are also affec~~~eriously by th'-~io~e control
chord to thetotal airf~l ~hord airfoil section used; ~ o~ape
of the control surfac~e gap at the control surface nose, and th~p1ct _:
ratio of the surface upon which the control acts. In estimating the
final hinge moments, each of these variables must be dealt with, and
therefore considerable error is accumulEi.ted during the process.
It has been found convenient to develop the two-dime~sional hinge
moment parameters first and then to correct them for the effects of
three dimensions by the lifting line theory.
 HINGE MOMENT PARAMETERS

C'L-- 11

;ii
Horn
I

I I
j
Internal Seal

Beveled Trailing Edge

FIGURE 6-9. Various types of aerodynamic balance.

. -
The more familiar forms of
aerod~amic balance, besides the set-back hinge, are the1iorn balance,
the internal seal, and the beveled trailing edge. Examples of each of .
these types of aerodynamTc balance ·are given in Figure 6-9.
r

THE TAB

6-5 The Tab

Before concluding the discussion of control surface hinge moments,
it is necessary to discuss the control tab and to estimate its power.
The control surface tab is a small auxiliary_ flap usually built_into the
t
trailing-edge portion of the contml surface and, because of its l ocat.ion,
can create very powerful moments $!bout the control surface hinge line,
for use as a. trim.ming device; a balancing device, or, in some cases, as
the primary control surface. --
There are many types of tabs in use at the present time, all serving
different purposes, but all based on the fundamental ability of the tab
to develop large hinge moments about the control surface hinge lioe.
Some Gf ~he tab types now in use are the trim tab, the balancing tab, •
the servo tab, and the spring tab. The function of each of these
tab types will be discussed later. In this Ghapter only the effot:t of the
tab on the control surface hinge moments will be discusi,ed.
Atypical tab installation is shown in Figure 6=12. Deflecting the
tab down will create a suction on the upper surface of the tab which
creates a resultant upward force whose arm to the main controls hinge
line is so large that a very material moment will be created, tending
to make the surface float up. Deflecting the tab down then tends to
make the control surface float up, and conversely deflecting the tab
up makes the control surface fl.oat down.
As a down (or positive) tab deflection creates a negative hinge
moment, the slope of -a. curve of control hinge -m oment versus tab
t;.~~ .: -,,· ~t : ~
~b.~;~7.
~-,,:--,~
~~~d;.; ._ __ _ _ 280
STA-BILlTY AND CONTROL STICK=FREE [6-5

d~flection will be negative. Assuming linearity again, the control

hinge moment coefficient can be wr-itten: -

Iv ch = Cho+ (ac h) a + (ach) Oc + (ach) ot

r
iJa tc,ot · OOc · a ,o, · OOt a,6c
or, in short-hand notation,
ch = Cho + c,.aa + chocOc + c,."l)t
The contr~l floating angle will now become
_ Cha a _ Ch&t Ot .
OF!oat = C C
· h&-c h&c

Tab

A
A
---c:==:=:=::----_-_-:::i,a t: ••• "
-•(f'- s.~••
deflection

FIGURE 6-12. Typical el~va.tor tab configuratio~

which indicates again that deflecting the tab can change the control
surface floating angle.
 IJ--~- --Jn <tc~(Yf=v=.~
282 STABILITY AND CONTROL STIGK-FREE

6-6 The Stick-free Neutral Point

From the di~on of control surface· hinge momen~ the total
hinge moment coefficient of the elevator ma.y be given as:
C1t. = C1io + C1.,.u.. + C1J,. + C1a,,pt {6-19)
from which the floating angle of the elevator can be obtained by equat,..
ing C1a. to zero ~d solving for &e. For the case of C.1ttt = 0 and.6, = 0
·-;· Chat '
_ / 6eFJ.oat = - a. I
where a. is the angle of attack of the sta.bili?.er.
In Chapter 5 the elevator angle required for equihorium at each lift
coefficient was o}:>tained, and the -derivative tU11/dCL given as the
crit.erion for stick-fixed longitudinal stability. Now, if the elevator
floating angle at ea.ch lift coefficient just happened to be the same as

.I (e) I.,.
Equilibrium.
/ .d'(b) forCL-1.0
. ,,,.~~ .,,(a.)

C------~:;.----CL--3
(~ Trim condition
c,.-o

FIGURE 6-,14. Typical floating conditions of the elevator.

the elevator angle required for equilibrium, the pilot would not have to
apply any force to hold any other air speed than the original trim
speed, and ~e airplane would be termed.__!leutrally stable _stick-free.
If for an increase in lift coefficient from trim the elevator floats up, but
at a smaller angle than required of the elevator for equilibrium., the
pilot will have to supply a pull force at the stick to hold the equilibrium.
elevator angle, and the airplane would be considered stick-free stable.
Finally, if the floating angle exceeded the equilibrium angle required
for an increase in CL from trim, the pilot would have to supply a. push
force at the stick which would be termed stick-free instability. The
three conditions a.re shown schematically fu F'1gure 8=1~. ...
To evaluate the static longitudinal stability stick-free, it is necessary
to determine the value of the derivative (dCm/dCL)Froe- This is
obviously the value of (dCffl/dCL)Fix plus the desta.hjljzing effect of
freeing the elevators.
{ dCm) { dCm) + {~Cm)
\dCL Free == \dCL Fix \dCL Free
elevator
~V~1
- --~=,~--

-; The moment coeffi · t d

THE snCK-FREE:~:p:: V•r
• .
283
•

d b cien ue to the tail was developed in Chapter 5

an can e restated as follows: .

and Cm, =- CL,'V1]t

£-fcY'-t --(IAcL )-V7¼:-th-
- A> ..:-.=--6'ma = - -
dc L, _
V11 t
6'..oe "(o< 1_ doe
The stability contribution of the free elevator is therefore

( -dC
dCL
111
)

Free
= ( -doe )
dCi Che--O
XC
ma (~
/r1 :::i'-, ) ' j
elevator
r, -.,. :~
The value of the floating angle derivative (doe/dC L)che--0 comes from
equation~.
J a. ( )
Oe CAo-JJ = - Cha
-C a.
h&
~) _ _ Cha das
(
acL ch-o ch6 dC L
The angle of attack of the stabilizer, a 8 , was given in Chapter 5 as
follows:

therefore
da 8
dCL
=
dCL
da (i _ dE) = da
(1 - dE/da)
aw
also

_ /4J = (d~L)t r =Jka,r) (~r)

. . LY t (0' -- i
Substituting ( ~ , ~ , and ( into (~{4>)

dCm)
( dCL Free
= cha ae V11tT
Cho aw
(1 _dadE) (6::"~tv
~} l
elevator

finally
dCm)
(dCL Free
= (dCm)
dCL Fix
+ Cha ae Vl'JtT
Cho aw
(l _dE) da
( ~ Gi)
The stability criterion (dCm/dCL)Fix was developed in Chapter 5 as
· follows for the props-off case :

dCm)
(dC L Fix =
Xa .
+
(dCm)
dC L Au -
ae
aw
V·
'7.t
(i -
dE)
da
(6-~ {g) , -~
Nae

Jre
.--

!it -d CL
-==
kM /ck{L-
c""''t
(:;--JV L ::=-4-t V'1t
V'-\ ~

( ~
tAJ+-
.-
J \\..o
284 [6-6
STAB~
. Y AND CONTROL STICK-FREE
. ()-. (Ti)
Substitltting (6- ' ) into (6-'311 and rearranging,

(dCm)
dC
L Free
= -Xa + (dCm)
C
-
dC L Fu..,
- -a1 V_ 1/
aw t
(
1 - .dE)
-
da
( 1 - -Cha r )
Cho
Sac

The stick-free ·neutral poi~t, No', can be obtained directly from

equation (6-33) for the propeller-off condition.

·No
. 1
= Xac -
(dCm) + - V 1/t
-
dC L aw
Fu•
a1 - (
1- - dE)(1 -
da
-Cha T )
Cho
(
IA- )
I
. . I
The difference between the stick-fixed and stick-free neutral points is
as follows: ·
 STICK FORCE GRADIENTS 285

of wind-tunnel
fixed curves tesults
. .0 f el_evator free tests m
. comparison to elevator
are given m-F1gure 6-15
. t echruque
A ctually this · . not usually
1s · resorted to. In actual wind-
tu nne1 practice elevat or hi nge moments are obtained during pitching
moment versus rI ft coeffi c1ent· runs, with varying fixed values of the

·15

.10

-.05
Elevetor
lised
-.10

--15

FIGURE 6-15. Typical reduction of stability due to freeing elevator.

'

elevator angle. From these data the elevator hinge moment coeffi-
cients, Ch., are plotted ·versus airplane lift coefficient for various
elevator angles. The stick-free characteristics are nearly always de-
duced from such curves.

6-7 Stick Force Gradients in UnacceJerated Flight

The criterion (dCm/dCL)Free is important because of its basic in-

I
fluence on the variation of the stick force, _F s, required of the pilot to
change the airplane's speed from a given trim speed, Fs = 0. For
desirable flying qualities it is necessary that the pilot be required to
~pply pull forces ~ i c k for flight at speeds below the trim speed
and push forces for flight~ speeds above the-trim speed, and the stick-
free stability criterion (dCm/dCL)Free has a determining influence on
the gradient of the stick force versus speed curve through trim. The
theory of this will be explained in the remainder of this chaJ:)ter.
The pilot's force at the top of the stick is determined by the hinge
moment at the elevator and the gearing between the elevator and the
pilot's control. A typical arrangement of stick and elevator is shown
in Figure 6-17.
286 STABILITY AND CONTROL STICK-FREE

..."
:·~ .... ·.

The gearing between the stick and the elevator may be obtained by
equating the work done at the top of the stick to the work done at the
elevator.
Work done at top of stick = work done at elevator
F. X la X o. =HM X o.,
----
2 2 (6-37)

where la is length of the stick in feet, and os and o., are the angular
rotations of the stick and elevator, respectively, in radians. Equation
(6-37) may be reduced as follows:

011
Fa=HM- (6-38)
laoa
 STICK FORCE GRADIENTS 287

!he term (oe/Z,o,) is called the elevator gearing G and is sometimes

w~itten as rio,/ds1 wheres = l,o,, the linear move~e~t of the top of the
stick.
. T~e stick force required of the pilot can be written as follows, con-
sidenng a push force as positive:
(6--39)
F, = -G-HM

Equation (6-39) can be written in coefficient form

(6-40)

HM
FIGURE 6-17. Elevator-stick gearing.

where the hinge moment coefficient can be written as

ch,= C1i-0 + Chaas + Cho,Oe + Cholit
Substituting ~ r ) into (6--40):-=-
F. = -GSeceq111(Cho + c,.aas + Cht,/>e + Cho,01) .
Now
a8 = aw - E - iw + it
or
a., = ao + -CL (1- -
dE) . + .
-iw it
aw da

The elevator angle, oe, can be expressed in terms of the elevator

angle at zero lift, the stick-fixed stability parameter (dCm/ dC L)Fix, and
the elevator effectiveness, Cmo, as given in equation (5-~).

dCm) CL
t,, = oeo - ( -- -- (6~
dC L Fix Cm&

)<;_
ML-- CL
~~Lt-
288
STABILITY AND CONTROL STICK-FREE [6-7
If the values of O d (}-)
final stick f e ~n a, are substituted into equation~ the
orce equation results.

1 [ .
= -GSece 2pV 111 -iw + it)
2
F, Cho+ cha ( ao + (1 - ::)

. + c,, (s.. - (!i:L + c,,,s,] c6'?

letting K = - GSeCe1Jt
nd
a (~ ) = Cho+ cha(ao - iw + it) + ChaOeo
Equation becomes

F, = K ! pV2 [.x + chacL (1 _dadE)- Cmo

Cho CL (dCm)
2 aw dCL Fix

+ Ch 0,ot]
Rearranging

1 2 [ A+ chl,,ot - cL (dCm)
F, = K-pV
2
dC
LF~
-c
Cha]
.,...._
. . 2W/S .. .
for unaccelerated flight, CL = -V
2 , subst1tut1on mto ( ves
p .

· 1 W Cha (dCm)
F, = K- pV2 (A+ ch 0,01) - K- -c dC
I?, }
2 8 ml, L Free

Equation (6-Ll~ngs out the interesting fact that the stick force
variation wit~~ed• ·is dependent on the first term only and inde-
pendent in general of the stability level. The slope of the stick force
versus speed curve is simply

A plot of elevator stick force, F,, versus velocity is shown in Figure

6-18 and is made up of a constant force springing from the second or
stability term of equation (6-48) plus a variable force proportional to
the velocity squared, introduced through the constant A and the tab
term Ch 010t, I
For a given center of gravity, then, a stable or negative value of the I I

I
stability criterion (stick-free) will introduce a constant pull force, while I
I

I
an unstable value will introduce a push force. It can be seen from I

~ ar
c; J f? w
CV""\~ -::::. - a+- V >'\ e- C:-
 STIC~ FOR.C E GRADIENTS 289

figure ~18-~hat ~n airplane possessing :stjck~fr~e .stabilitywill require ·

a nose-up tab settmg to triI;r{ out: the stick force {F/ = :b) for a given ·
triin. speed, and the resultant variation of stick force \ vi th air speed
will.pe stable. If (dG~/dCL)Fi.- ec is.unstable, then in order-to trim _the ·
ai~planemit .a t the giv,e·n trimspeed a nose;.downtab is required., giving
an unstable variation ofstfok force with:air speed. In other ;\\'.Ordsthe,
tab creates the required slop~, but the static stahHity cri~erion stick~ ·
free is essential to allow the tab to move stable direction for trim. in a
It is important to n~tice again that a stable slope is of hiterest only if
equilibrium or trim is established.

Nose-d.own tob li.t (-)

', l'utl
(~ . .
~ -.,;_""====:==-,.--'-----.--:-:-~l·subie c,g; ·
forC:e duei
to tab c;;::ti.;_:!~I~;
· -te ~.m

0 ~· - - ' - - - ' - - ; , _ ,- -~ -"----

. -:/~~r.y7".
Trim
.. . .,,,,,,,,,,,

---.....:=------- ---· - -------~-

Nose-down tab~.,........--
·u nstoble e.g.
Push
{+)
FIGURE 6-18. Stick force build-up.

From this discussion it can be seen that the stability criterion

(dCm/ dC L)Free plays an important but rather cornplex role in establish--
ment of the flight pondition of a stable stick force variation' with speed. . .- -.. -· •

,
 -t.,,;? " -
"' ·~ · ~ ~;..c,

STABTT~..
~u. .1 AND CONTROL STICK-FREE
- (,
L z
2.:::-
-1-- (f'.-\.c...c +C1-_r/
0±_
~tv' CL
- Y\t-.(;- j~/J,1_)
V

- °'1- { o(d° -LIN +- (-l--) V Y\ \:-

C.i.•1 ~- No' No
Ffte nlallt Groalld affeet ,.__ r Propa
wind-
mllllnl[

FiotmE 6-25. Typical center of gravity funjts.

6-9 Restriction on Mt e.g.

The concept of the stick-free neutral point, No', as that center of
gravity location where the stability criterion (d(Jm/d(JL)Free vanishes or
where the stick force versus velocity gradient is zero through a trim
speed, brings a new restriction on the aft limit to the allowable e.g.
range. At the present writing the Army and Navy specifi,cations call
only for the most aft e.g. to be ahead of the stick-free neutral points_
It is obvious, however, that zero stick force gradients are undesirable,
and any well-designed airplane should always try to maintain stable a
stick force gradient even at the most a.ft e_g_ location. This is difficult
to do on modem ~gh-speed airplanes with large variations in e.g. ;
however, by proper design and making use of aids such as the down-
spring, bobweight, or Vee tab, adequate gradients can be obtained_
No desirable minimum gradient is suggested herein, but it should be
tied up rather closely with airplane type, control friction, etc.
To point up the new a.ft limit and its further restriction on the e.g.
range, the e.g. limitations on a typical mean chord are shown in Figure
6-25_
'1,,j

lrM r
dcL
-::
'X""'-
C.
1-- rJ
- V"~r-;y [
tZ+-
,?:-IN

- - r~- ~ J
Iii ""' L{__...
 E'ji;ercises
3.1 AnS11erthefoU~ng. _
(a) Define hin~:moment coefficient and explain its venationwith horizontal
tail angliolattack (Clt) and ·eievator deflection (ae):- .· ·_·:·.
(b) E)cplain ~e stick-free ~eutral poinl H~ can it ·be determined by flight

tests?
(c) Derive an expression tor stick force gradient_(dF/dV).and explain the
requirement for proper stick force variation.

3.2 The hinge moment characteristics of the horizontal tail of an airplane are :
ci: ~- 0.003 deg- 1, ch~= - 0.0055 deg4 , c~ - 0.003
1
deg- . Obtain the floating

angle of elevator (ij~) for <Ji =5" and 10°. Assume & = 4° .
i Ans: 5cf!'~• ::: -4.Si "' for crt"" ~"-and ~t = 4~
ol!fret = - 7Ji4 " ror at = 1_0° and_ st = 4" 1

/ 3.3 An airplane has the following characteristics. Obtain the movement of the
neutral print on freeing the stick..
1
Wing: S = 39 m
2
<.;_=
,
. 4.Sracf, ·: )
I
Tail: St= 4.6 m2• l,= 7.6 m, ,VH= 0.55
I .
dCi_i _ 1 df l ___ · _
-1.9 ra<f, - ~ . n - 0.98,
d ~e d,l.. · .,

c ~ - o.ooB deg- ,
1
c.,5e = - 0.013 deg-1
[Ans: 0.138 m fmvr.miJ

3.4 Show that the stick f?rce is prt>portional to the difference between the
elevator deflection required. (5.>,;.... • and.the floating~)-
(Hint. Fis proportional to Ctoe- Write an expression for C~ Using the definition of
c.. l>) -~ get the resull An answer from physical point

--
ij._ eliminat~ <C.-:. A+

------· · of view would be to observe that the elevatoi:- would OJl its own attain the .
deflection Hence. the stickiforce is needed only to· take it from to

(6e}req.i.

v;.5 For the airplane in example .~-3, obtain the value of (dF/dY)nn at
sea level. ~rrie that the tab had been used to trim the stick at
. . .- .. . ~. . .

V = 200 kniph at
the chosen 1ight. speed.
[Answer :-{dFldV}trim • 3.207 Nsfm]