Académique Documents
Professionnel Documents
Culture Documents
on Flight Stability
Robert Stengel, Aircraft Flight Dynamics, MAE 331,
2010
Wing design
Empennage design
Effects of angle-of-attack rate
Aerodynamic coefficient
estimation and measurement
Power Effects
Copyright 2010 by Robert Stengel. All rights reserved. For educational use only.
http://www.princeton.edu/~stengel/MAE331.html
http://www.princeton.edu/~stengel/FlightDynamics.html
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% mac)
Northrop N-9M
Douglas DC-3
Airplane Balance
Canard configuration:
Phugoid Mode
Short-Period Mode
%
L (
! n " # ' M$ + M q $ * ; + "
V )
&
N
Grumman X-29
! nDR " N # 1 $
% DR
Yr
VN + N r
Y
&
)
" $ ( Nr + # V +
'
N*
McDonnell-Douglas X-36
Roll Mode
Spiral Mode
DV
2 gLV / VN
% L$
(
'& V # M q *)
N
%
L (
2 # ' M$ + M q $ *
VN )
&
Y#
VN
2 N# 1 $
Yr
Planform
Aspect ratio
Sweep
Taper
Complex geometries
Shape at root
Shape at tip
Chord section
Airfoils
Twist
Movable surfaces
Leading- and trailing-edge devices
Ailerons
Spoilers
Interfaces
Fuselage
Powerplants
Dihedral angle
Y#
VN
$ #V '
! Roll " L p " Cl p & N ) Sb 2
% 4I xx (
VN + N r
!Spiral " 0
Lift slope
C L!wing =
" AR
Swept Wing
C L! =
2
)
# AR & ,
.
+1 + 1 + %
(
$ 2 ' .
+*
-
Lift-to-drag ratio
C Ltotal
D = C + !C 2
Do
L
total
(C
Lo
+ C L" "
C L! =
(C )
l p
wing
! p
C L$ & 1 + 3% )
= # wing (
+
12 ' 1 + % *
(C )
l p
Wing
[Incompressible flow]
2" 2 cot # LE
(" + $ )
Stall
!c/4 = 15
Roll damping
Static margin
2
+
$ AR ' .
-1 + 1 +
0
& 2 cos # ) 0
%
14(
-,
0/
0/
" AR
=!
32
" AR
) 00
Triangular Wing
total
#$C Do + ! C L2 %&
total
Roll damping
! ( "Cl )wing
" AR
2
+
$ AR '
2
-1 + 1 +
& 2 cos # ) 1 * M cos #1 4
%
(
14
-,
CL(")
!c/4 = 30
NACA TR-1339
Cm(")
Pitch Up
Shortal-Maggin
Longitudinal
Stability Boundary
for Swept Wings
AR
Aspect ratio
Sweep angle of the
quarter chord
Taper ratio
F-100 crash due to tip stall
http://www.youtube.com/watch?v=NyJkKcXYqSU&feature=related
Cm!
!c/4
Republic
XF-91
(C )
l p
wing
=!
C L"wing $ 1 + 3# '
&
)
12 % 1 + # (
Republic XF-91
Cm!
http://en.wikipedia.org/wiki/XF-91
NACA TR-1339
Sweep Effect on
Thickness Ratio
Airfoil Effects
Camber increases zero-" lift
coefficient C L
Thickness
Grumman F-14
Profile design
can reduce c.p. (static
margin) variation with "
affects leading-edge and
trailing-edge flow separation
Cm!
from Asselin
Washout twist
reduces tip angle of
attack
typical value: 2 - 4
changes lift distribution
(interplay with taper ratio)
reduces likelihood of tip
stall; allows stall to begin
at the wing root
separationburble
produces buffet at tail
surface, warning of stall
improves aileron
effectiveness at high "
Cl! A
Effects of Secondary
Wing Structures
Cm! ,C L!
Effects of Leading-Edge
Extensions
LTV F-8
Sukhoi Su-22
Airbus A319
Boeing P-8A
Yankee AA-1
Cm! ,C L!
Tail Design
Effects
Aerodynamics analogous to
those of the wing
Longitudinal stability
Horizontal stabilizer
Short period natural frequency
and damping
Directional stability
Ventral fins
Strakes
Leading-edge extensions
Multiple surfaces
Butterfly (V) tail
%L
(
+ " ' $ # Mq*
& VN
)
! nDR " N # + N r
Horizontal Tail
Location and Size
VH =
Y#
VN
Y
&
)
$ DR " % ( N r + # V +
'
N*
Sht lht
S c
Sht lht
= !C Ltail VH
S c
where !C Ltail is referenced to horizontal tail area
!Cmtail = !C Ltail
%
L (
2 # ' M$ + M q $ *
VN )
&
2 N# + Nr
Y#
VN
Curtiss SB2C
S l
VV = vt vt
S b
Svt lvt
= !C Ltail VV
S c
where !C Ltail is referenced to vertical tail area
!Cntail = !C Ltail
!! = q
!! " 0 " q; q = 0
Incorporating Angle-of-Attack-Rate
Effects in the Short-Period Equations
! Lift and pitching moment affected by
angle-of-attack rate
!q! = M q !q + M " !" + M # E !# E + M "! !"!
( ) (
( )
( ) (
L
%
(
L
L
L
!"! = ' 1 $ q V * !q $ " V !" $ # E V !# E $ "! V !"!
&
N)
N
N
N
( )
L
%
(
L
L
L
!#! + #! V !#! = ' 1 " q V * !q " # V !# " $ E V !$ E
&
N
N)
N
N
! Vector-matrix form
#
&
# 1
Mq
!M "!
( # )q! & %
%
=
( % *
Lq L"!
%
#
& (%
% 0 $%1 +
VN '( ( %$ )"! (' % ,+ 1 ! VN /.
'
$
$
( )
M"
( )
L"
VN
&
#
M0E
( # )q & %
+
( %
(%
L0 E
( %$ )" (' % !
VN
$
'
&
(
( )0 E
(
'
& #
# 1
Mq
)M "!
# !q! & %
( %
=
( %
%
Lq L"!
#
& ( % *
%$ !"! (' % 0 %1 +
VN '( ( % ,+ 1 ) VN /.
$
' $
$
M"
( )
( )
L"
VN
&
#
M0E
( # !q & %
+
( %
(%
L0 E
( %$ !" (' % )
VN
$
'
&
(
( !0 E
(
'
( )
( )
L"!
#
&
%$1 +
VN (' M "!
0
1
( )
L
#
&
1 + "! V (
N '
$%
! Substitute
#
%
%
# !q! & %$
(=
%
%$ !"! ('
( )
L"!
#
&
%$1 +
VN (' M "!
0
1
( )
L
#
&
1 + "! V (
N '
$%
( )
! (s) =
Lq and L!!
+ M "!
1
( )}
( )
M " ) M "!
)
L"
VN
VN
&
#
L
M * E ) M "! * E V
(#
& %
N
( % !q ( + %
( % !" ( %
L* E
'
$
)
(
%
VN
('
$
* but not for small aircraft, e.g., R/C models and micro-UAVs
( )
&
(
( !6 E
(
(
'
&
(
( !* E
(
(
'
( )
( )
&
$ s " M q + M #! & " $ M # " M #! L#
%
'
(%
VN )'
$
(% s +
"1
{M
&
(
( !0 E
('
L"
VN
( )
# #
L
L
&
% %1 + "! V ( M 6 E ) M "! 6 E V
N '
N
+% $
%
L6 E
)
%
VN
$
#
# !q! & %
("%
%
%
$% !"! (' %
%$
L"
( )
( )
&
(
(
(
'
! Neglecting
&
# M0E
( # !q & %
( + % )L0 E
(%
( %$ !" (' %
VN
$
'
M"
! Multiply matrices
&
(
(#
Mq
(%
'
% *
Lq % +, 1 ) VN ./
$
# 0#
L
3 &
*
- 3 0#
L
L
L
&
&
% 1 %1 + "!
M q + M "! , 1 ) q V / 4 1 %1 + "! V ( M " ) M "! " V 4 (
(
V
# !q! &
+
.
N
N
N
N
1
'
'
5 ( # !q &
% 2$
5 2$
(=
%
( % !" (
&%
L
('
%$ !"! (' #1 + L"!
*
L
q
( %$
) "V
, 1 ) V ./
VN (' %
$%
+
N
N
('
%$
( )
L#
&
VN )'
*$
$ L
&
= s 2 + ( # V " M q + M #! ) s + + ( M # " M q + M #!
N
%
'
,%
( )
)( L
( )
L#
&
VN )' + M #!
VN ./
! Damping is increased
! Natural frequency is unaffected
( )
( )
*$
L
$ L
'
'! ( s ) = s 2 + & " V # M q + M "! ) s + + & M " # M q " V ) .
N
N (/
%
(
,%
= s 2 + 201 n s + 1 n2 = 0
( )
L
L
$
& $
&
= $% s " M q + M #! &' ( s + # V ) " ( M # " M #! # V )
N '
N '
%
%
Handbook Approach to
Aerodynamic Estimation
Aerodynamic Estimation
and Measurement
Single-Strut Mount
Sting Balance
High-Angle-of-Attack
Sting Balance
Sub-Scale Learjet
Full-Scale P-38
Sub-Scale F/A-18
http://crgis.ndc.nasa.gov/historic/30_X_60_Full_Scale_Tunnel
Texas A&M
Propulsion Effects on
Aircraft Stability
http://crgis.ndc.nasa.gov/historic/12-Foot_Low_Speed_Tunnel
Boeing B-17
Consolidated B-24
Boeing B-29
GB R1
Douglas A-26
Grumman F4F
Full-span flaps
Deflected thrust
Grumman F8F
Martin B-26
o
Pitching Moment
Due to Thrust, MV
Loss of Engine
Learjet 60
mo
Martin XB-51
mV
Consolidated PBY
lo
Beechcraft Baron
Fairchild-Republic A-10
! M thrust !T
"
# Moment Arm
!V
!V
Lake Amphibian
Grumman F8F
Douglas AD-1
Next Time:
Aircraft Control Devices
and Systems
Supplementary
Material
Delta Wing
Subsonic-supersonic
c.p. at ~2/3 m.a.c.
Mach number
Phugoid
1
!n " 2 gV ; # "
N
2 ( L / D )N
Short Period
$
L '
! n = " & M# + M q # ) ; * =
V (
%
N
Consolidated B-24
$ L#
'
&% V " M q )(
N
$
L '
2 " & M# + M q # )
VN (
%
Lockheed C-69
Fairchild-Republic A-10
Roll
$ #V '
! Roll " L p " Cl p & N ) Sb 2
% 4I xx (
Cm!
Learjet 60
Beechcraft 1900D
Strip theory
Sum or integrate 2-D airfoil force
and moment estimates over wing
and tail spans
Sub-Scale
Supersonic Transport
Full-Scale F-84
1 2
1
"VN S ! C DN "VN2 S = 0
2
2
!D
>0
!V
Therefore
!T ! D
"
>0
!V !V
Propeller Effects
DeHavilland DH-2
DeHavilland DHC-6
Solutions to the
Engine-Out Problem
Westland Wyvern
Convair B-36
Boeing/Bell V-22
Approaches to Stealth
Supersonic Flight
Open-loop instability
Need for closed-loop control
Hypersonic Flight
Commercial Transport
Business Aircraft
Long-Range/-Endurance
Surveillance Aircraft
Subsonic performance