Directional Stability

Introduction
Directional stability is also called weathercock stability and involves motions around the normal axis. Weather
cocking refers to the ability of the aircraft to align itself with the wind just like a wind vane. The discussion on
directional stability involves disturbances that offset the aircraft centerline from the wind (sideslips) and the
subsequent forces and moments generated. An aircraft with sufficient directional stability will create side forces
that generate yaw moments which realign the aircraft with the wind should a disturbance subject the aircraft to
a sideslip. Figure 1 shows the nature of a sideslip and the sign convention.

Figure 1: Sideslip angle (β)

The direction of the sideslip is determined by which side the relative wind is. Yawing left creates a right sideslip
which is considered positive. A yaw to the right creates a left sideslip which is negative. The angle between the
relative airflow and the fuselage centerline is called the sideslip angle. This angle is, in essence, the directional
angle of attack. A statically stable aircraft will display a tendency to weather cock itself without pilot input. A left
sideslip (negative) will require a yaw moment to the left (negative). Similarly, a right sideslip (positive) requires
a right yaw (positive). Figure 2 illustrates directional stability represented by the blue line with positive gradient.
If the yaw moment generated increases the sideslip angle the aircraft is unstable (broken red line with negative
gradient). If the sideslip does not generate any yaw moment, the aircraft is neutrally stable (broken black line
with zero gradient)

Figure 2: Directional stability. Cn is yaw moment coefficient

The relationship between sideslip angle and the yaw moment for is illustrated by figure 3. The magnitude of the
yaw moment increases as sideslip angle increases from zero to a critical angle on either side beyond which its
starts to reduce. The increase in yaw moment as sideslip increases has a positive gradient (stable). The gradient
at the critical angle is zero (neutral) and the reduction in yaw moments above the critical angle is depicted by a
negative gradient (negative)
 Directional Stability

Figure 3: relationship between sideslip and directional stability

Figure 3 tells us that at high sideslip angles (directional AOA), yaw moments reduce because of directional stall
which starts to reduce the forces and moments generated. Therefore, the aircraft should not ordinarily operate
in such large angles of sideslip. [just like a wing operates at low AOA for similar reasons]. Now let us look at what
determines the directional stability. Where do the yaw moments come from?
Factors Affecting Directional Stability
Fin – is the major source of directional stability. The sideslip gives the fin an AOA which generates a force acting
behind the CG that yaws the aircraft into the wind. A right sideslip creates a left force on the fin which yaws the
aircraft right. Similarly, a left sideslip creates a right force on the fin which yaws the aircraft left. The larger the
fin, the greater the forces and the more stable the aircraft is. However, it stalls at large sideslips and ceases to be
effective. This is prevented by sweeping back the fin and reducing its aspect ratio. A high tail also acts like an
endplate and makes the fin more effective. Forward mounted propellers also increase fin effectiveness by
providing a slipstream that increases the dynamic pressure on the fin.

Figure 4: Fin contribution

Fuselage – the fuselage is destabilizing (tends to increase the sideslip). The sideslip angle is like an AOA which
makes it generate its own significant side force just like the fin. However, the aerodynamic center of the fuselage
is way ahead of the CG and the fuselage side force will create a yaw that increases the sideslip (see fig 5). It also
contaminates the air reaching the fin by thickening the boundary layer which reduces fin effectiveness.

Figure 4: Fuselage destabilizing effect seen from above

 Directional Stability
Dorsal and Ventral fins – are small aerofoils of low aspect ratio mounted on the fuselage rear side. The dorsal
fin is mounted on top while the ventral fin is mounted below (see fig 6). They produce a side force when a sideslip
develops that returns the aircraft to the relative airflow just like the main fin. They are particularly effective at
large angles of sideslip when the fin is starting to become ineffective. The low aspect ratio means that they stall
at higher angles compared to the fin. However, ventral fins are less popular than dorsal fins because they limit
landing clearance and contribute negatively to lateral stability.

Figure 5: dorsal and ventral fins

Swept Wings – sweeping the wing contributes positively to directional stability as shown in fig 6. The main
reason why wings are swept back is to reduce the CL. Normally, swept wings are found on high speed aircraft
which do not need as much CL as low speed aircraft which use straight wings for maximum CL. Now, a right
sideslip exposes the right wing to airflow that is normal to the chord making it look like a straight wing. This
reduces its effective sweep and increases the CL on that side. Meanwhile, the effective sweep on the left wing
increases and CL reduces. The high CL on the right increases the induced drag which pulls the right wing back
causing the aircraft to yaw right, thereby reducing the sideslip. The stabilizing effects of sweep increase with
increase in sweep angle.

Figure 6: Stabilizing effect of a swept wing

Power Effects – they affect directional stability similarly to how they affect longitudinal stability. Fig 7 shows
that the deflection of air (change in momentum) by a propeller in a sideslip will create a side force which acts
ahead of the CG and will increase the angle of sideslip. Additionally, the spiraling slipstream behind the propeller
eventually hits the fin from the side (side wash). Just like a downwash reduces longitudinal stability, a side wash
also reduces directional stability. It creates an opposing force on the fin that is destabilizing. These effects are
more pronounced at low speed and high power. Jet engines have negligible effects on directional stability.

Figure 7: Propeller destabilization effect

 Directional Stability
Ignoring the power effects, the contributions of the other components to directional stability can be summarized
by figure 8. The fin is the major source of stability while the fuselage is the major source of instability at low
sideslip angles. Note how the dorsal fin improves stability at high sideslips angle where the fin is unable.

Figure 8: yaw moments generated by various components

The effect of AOA is illustrated by fig 9. At high AOA, the air reaching the fin is turbulent or separated airflow
from the various components ahead. At best, it will have thick boundary layer. Either way, the fin becomes less
effective compared to low AOA where the air is much cleaner and smoother. The fuselage contributes the highest
contamination of this air.

Figure 9: Effect of AOA on directional stability

CG position – the CG limits set by longitudinal stability also determine the directional stability. The stabilizing
moment produced by the fin also depends on its distance to the CG. An aft CG reduces the moment while a
forward CG increases the moment produced at a given sideslip angle. Therefore, a forward CG increases
directional stability while an aft CG reduces directional stability. However, the fin will be designed such that the
aircraft is always stable enough within the CG limits determined by longitudinal stability.

This is it about static directional stability. The dynamic motions will be considered together with lateral stability
as their motions are coupled.