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Lesson 02-4
Flight Dynamics
Neutral Point
0 +
= 0 +
+ 0 +
= 0 + 0 + 0
= + +
+ 0 +
Recap
0 = + 0
=
0 = 0 +
0 = + 0
= + +
+ 0 + 0 +
= + +
+ 1
Total Effects
Movement of CG
0 = + 0
+ 0 + 0 +
+ 1
= 0 =
Influence of CG
+ 1
=
+
1
Static Margin
=
+ 1
+
1
+
1
+
1
= =
=
Aerodynamic Center
=
: =
Static Margin
Low Static Margin gives less static
stability but greater elevator
authority, whereas a higher Static
Margin results in greater static
stability but reduces elevator
authority.
Too much Static Margin makes the
aircraft nose-heavy, which may result
in elevator stall at take-off and/or
landing.
Whereas a low Static Margin makes
the aircraft tail-heavy and susceptible
to stall at low speed, e. g. during the
landing approach.
For a better longitudinal stability, the canard should have higher lift coefficient
and stall at lower geometric Angle of Attack than the main wing.
CG Movement
During flight the CG can move substantially:
As CG moves forward the aircraft becomes more stable
The forward limit to CG position is limited by the moment that the tail
can produce
This is a function of tail lift and the tail volume
While stability improves with forward CG movement
Drag increases, this increase is known as Trim Drag
Aircraft maneuverability can suffer, larger control movements are required,
and response becomes sluggish
When CG moves backwards
Aircraft eventually becomes unstable
Trim drag reduces
CG Limits
The absolute limit for forward CG position is
determined by aircraft handling being too
sluggish to control effectively
The absolute limit for rear CG position is the
onset of instability, and aircraft handling being
too sensitive to control
Aircraft Designers and Regulatory Authorities
impose a more restricted CG range in practice
CG Limits
= 0 +
= 0 + = 0 +
= 0 +
0 = 0.08 0.15
0.08
=
= 0.53
0.15
= =
=
0.3 = 0.15
= 0.45
Solution
Same airfoil section
+
=
=
=
0 = 0
= +
= +
= + = +
= +
= + 0.09
= 0.2
= 0.45
= + 0.09 =
=
= 0 +
+ 0.09 + 0.09
+ 0.09 + 0.2
+ 0.09 + 0.2 0 +
+ =
= 0 +
= +
+0.09 + 0.2 0 + +
0 = 1.09 0
+ 0.2 0 +
1.2
=
+ 0.2
=
1.2
= 1.2 = 0.833
= 0 =
For Np :
H.W. Assignment # 2
Solve problems 2.2 to 2.3 from Nelsons book
Submission date: 7 Apr. 2015
Submit at the start of class on due date (even if
you plan to be absent). No credit afterwards.
Do not copy any assignment.
AAE 1760
Lesson 02-5
Flight Dynamics
Power Effects
Direct Effects
Thrust Effect: Effect on stability from the thrust
acting along the propeller axis.
Normal Force Effect: Effect on stability from a
force normal to the thrust line and in the plane
of the propeller.
Indirect Effects
Downwash Effect: Downwash caused by the
jet/propeller makes the tail trim contribution to be
less negative or less stable than the power-off
situation
Slipstream Effect: Increased speed of slipstream
impacting tail increases the tail contribution to
stability
F-4 Phantom
Remarks
The indirect effects mentioned may be
reduced by locating the horizontal stabilizer
high on the tail and out of the slipstream at
operating angles of attack.