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Fall 2004
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Aircraft Performance
Accelerated horizontal ight balance of forces Engine thrust T Lift L ( to V ) Drag D ( to V ) Weight W T D =m and LW =0
D T L
mg
air density (standard tables) S gross wing area = c b, = mean chord c b = wing span A R wing aspect ratio = b/c
c0 c
ct
Trailing edge
Sweepback angle k kc
b = 2.s
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CL lift coecient for low Mach number, CL = CL ( 0) 3 angle of incidence of wind to the wing
3 0 is the angle associated with zero lift
Back to the performance: 1 L = V 2SCL and L = mg 2 2mg which implies that V = SC so that
L
V CL
1/2
A key number is stall speed, which is the lowest speed that an aircraft can y steadily 2mg Vs = SCLmax
where typically get CLmax at max = 10
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Assume forces are in equilibrium L mg cos = 0 D + mg sin = 0 Gives that D CD L CL Minimum gliding angle obtained when CD /CL is a minimum tan = High L/D gives a low gliding angle (1) (2)
Note: typically
2 CL CD = CDmin + A Re
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(3) (4)
D Total drag
No-lift drag
So that the speed for minimum drag is 1/4 k 2mg Vmin drag = S CDmin
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Steady Climb
T-D L T D W V R/C
Equations: T D W sin = 0 L W cos = 0 which gives T D so that tan = L cos = 0 sin T D L (5) (6)
Note that for small , tan sin (T D)V L so that the rate of climb is approximately equal to the excess power available (above that needed to maintain level ight) R/C = V sin V
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Steady Turn
R Radius of turn
Equations: L sin = centrifugal force mV 2 = R L cos = W = mg V2 tan = Rg Note: obtain Rmin at CLmax WV 2 1 2 Rmin( V SCLmax ) sin = 2 g Rmin = W/S 1/2gCLmax sin max V g (7) (8) (9)
V =R
(10)
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Dene load factor N = L/mg . i.e. ratio of lift in turn to weight N = sec = (1 + tan2 )1/2 tan = N2 1 so that V2 V2 R= = g tan g N 2 1 (11) (12)
Compare straight level with turning ight If same light coecient L mg 1 CL = 1 2 = 1 2 N mg Vt2S 2 2 V S 2 V S so that Vt = N V gives the speed increase (more lift)
Note that CL constant CD constant D V 2CD Tt Dt Vt2CD N D so that must increase throttle or will descend in the turn
16.333: Lecture #2
Static Stability
Aircraft Static Stability (longitudinal)
Wing/Tail contributions
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Static Stability
Static stability is all about the initial tendency of a body to return to its equilibrium state after being disturbed
To have a statically stable equilibrium point, the vehicle must develop a restoring force/moment to bring it back to the eq. condition
Later on we will also deal with dynamic stability, which is concerned with the time history of the motion after the disturbance Can be SS but not DS, but to be DS, must be SS SS is a necessary, but not sucient condition for DS
To investigate the static stability of an aircraft, can analyze response to a disturbance in the angle of attack At eq. pt., expect moment about c.g. to be zero CMcg = 0 If then perturb up, need a restoring moment that pushes nose back down (negative)
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Classic analysis:
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Basic Aerodynamics
Lw Macw Dw
c.g.
iw w FRL Xac
Zcg
Fuselage Reference Line (FRL) Wing mean chord
Xcg
Take reference point for the wing to be the aerodynamic center (roughly the 1/4 chord point)1 Consider wing contribution to the pitching moment about the c.g. Assume that wing incidence is iw so that, if w = F RL + iw , then F RL = w iw With xk measured from the leading edge, the moment is: Mcg = (Lw cos F RL + Dw sin F RL)(xcg xac) +(Lw sin F RL Dw cos F RL)(zcg ) + Macw Assuming that F RL 1, Mcg (Lw + Dw AF RL)(xcg xac) +(Lw F RL Dw )(zcg ) + Macw But the second term contributes very little (drop)
1 The aerodynamic center (AC) is the point on the wing about which the coecient of pitching moment is constant. On all airfoils the ac very close to the 25% chord point (+/ 2%) in subsonic ow.
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Nondimensionalize: CL = Gives: CMcg = (CLw + CDw F RL)( Dene: xcg = hc (leading edge to c.g.) c (leading edge to AC) xac = hn
xcg xac ) + CMac c c L 1
2 2
V S
M CM =
1
2
2
V Sc
Then CMcg = (CLw + CDw F RL)(h hn ) + CMac (CLw )(h hn ) + CMac = CLw (w w0 )(h hn ) + CMac
Result is interesting, but the key part is how this helps us analyze the static stability: CMcg = (h hn )>0
CLw since c.g. typically further back that AC Why most planes have a second lifting surface (front or back)
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Lw
Macw iw
c.g.
Zcgw
FRL
Lt
Mact it Dt Zcgt
Dw
FRL
FRL
V
V'
Some lift provided, but moment is the key part Key items: 1. Angle of attack t = F RL + it , is wing downwash
3. Downwash usually approximated as d w d where 0 is the downwash at 0. For a wing with an elliptic distribution 2CLw 2CLw d = A R d A R = 0 +
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Pitching moment contribution: Lt and Dt are , to V not V = F RL to FRL, so must rotate and So they are at angle then apply moment arms lt and zt. Mt = + Dt sin ] lt [Lt cos zt [Dt cos Lt sin ] + Mact
First term largest by far. Assume that 1, so that Mt ltLt 1 Lt = Vt2StCLt 2 CMt
2 Mt lt 1 2 Vt St CLt = 1 2 = 1 c 2 V 2S 2 V Sc ltSt = CLt Sc
lt St Sc ,
so that
Note: angle of attack of the tail t = w iw + it , so that CLt = CLt t = CLt (w iw + it ) where = 0 + w So that CMt = VH CLt (w iw + it (0 + w )) = VH CLt (0 + iw it w (1 ))
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More compact form: CMt = CM0t + CMt w CM0t = VH CLt (0 + iw it) CMt
= VH CLt (1 ) where we can chose VH by selecting lt, St and it
Write wing form as CMw = CM0w + CMw w CM0w = CMac CLw w0 (h hn ) CMw = CLw (h hn )
And total is: CMcg = CM0 + CM w CM0 = CMac CLw w0 (h hn ) + VH CLt (0 + iw it ) CM = CLw (h hn ) VH CLt (1 )
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For static stability need CM = 0 and CM < 0 To ensure that CM = 0 for reasonable value of , need CM0 > 0 use it to trim the aircraft
For CM < 0, consider setup for case that makes CM = 0 Note that this is a discussion of the aircraft cg location (nd h) But tail location currently given relative to c.g. (lt behind it), which is buried in VH need to dene it dierently (ht h); ht measured from the wing leading edge, then Dene lt = c VH = which gives CM = CLw (h hn ) = h(CLw + St (ht h)CLt (1 ) S ltSt St = (ht h) c S S
St St CLt (1 )) CLw hn CL (1 ) ht S S t
A bit messy, but note that if LT = Lw + Lt, then CLT = CLw + so that CLT = CLw (w w0 ) + = CL0T + CLT w
St CL S t
St CL (0 iw + it + w (1 )) S
t
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CL
CLw
1, then hn + ( 1)ht hN P
h=
St CLt ht (1 ) S CLT
= CLT (h hN P ) which gives the pitching moment about the c.g. as a function of the location of the c.g. with respect to the stick xed neutral point For static stability, c.g. must be in front of NP (hN P > h)
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Cm CG aft Cm
h = hn h < hn CG forward
Observations: If c.g. at hN P , then CM = 0 If c.g. aft of hN P , then CM > 0 (statically unstable) What is the problem with the c.g. being too far forward?
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Control Eects
Can use elevators to provide incremental lift and moments Use this to trim aircraft at dierent ight settings, i.e. CM = 0
Horizontal tail
CL = CL ( 0) + CLe e
Cm
e = 0
Original trim
Cm
0 Final trim
e > 0
Cm =
dCm de e
Cm = Cm0 + Cm + Cme e
CL
e > 0 e = 0
Final trim pt. Original trim pt.
CL
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For trim, need Cm = 0 and CLTRIM Cm Cme T RIM Cm0 = CL CLe (e)TRIM CLTRIM + CL 0 So elevator angle needed to trim: (e)TRIM = CL Cm0 + Cm (CLTRIM + CL 0) Cm CLe CL Cme
Note that typically elevator down is taken as being positive Also, for level ight, CLTRIM = W/(1/2V 2S ), so expect (e)TRIM to change with speed.