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MODULE 11A
Sub Module 11.1
THEORY OF FLIGHT
Contents
AEROPLANE AERODYNAMICS AND FLIGHT CONTROLS The primary control surfaces are used to "steer" the airplane in
flight to make it go where the pilot wishes it to go and to cause
INTRODUCTION it to execute certain maneuvers. The secondary control
surfaces are used to change the lift and drag characteristics of
An airplane is equipped with certain fixed and movable the aircraft or to assist the primary controls.
surfaces, or airfoils, which provide for stability and control
during flight. These are illustrated in Figures 1 and 2. Each of Large turbine aircraft, gliders, and some other types of
the named airfoils is designed to perform a specific function in aircraft are equipped with lift-control devices called spoilers (see
the flight of the airplane. Figure b), which may be used as or assist the primary roll
control.
FIXED AIRFOILS
The fixed airfoils are the wings, the horizontal stabilizer, and the
vertical stabilizer (fin). The function of the wings has been
previously discussed. The tail section of the airplane, including
the stabilizers, elevators, and rudder, is commonly called the
empennage.
Figure 2
CONTROL OF AN AIRPLANE
Forwards and sideways movement of the control column can be
Whether an airplane is stable or unstable, it is necessary for carried out simultaneously, causing both the nose and the left
the pilot to be able to control it, so that he can maneuver it into wing to be depressed.
any desired position.
In many modern airplanes the control column can only move in
Longitudinal control is provided by the elevators, i.e. a fore-and-aft direction, Lateral control being provided by a
airfoils hinged behind the tail plane. wheel similar to the steering wheel of a motorcar mounted on
the control column; an anti-clockwise rotation of the wheel will
Lateral control is provided by the ailerons, i.e. airfoils cause the left wing to drop.
hinged at the rear of the airfoils near each wing tip.
As an alternative to the wheel there may be some form
Directional control is provided by the rudder, i.e. a of "spectacles," or handle-bars," i.e. a horizontal bar fitted to the
vertical airfoil hinged to trailing edge of vertical stabilizer. top of the control column, a hand grip at each end so that it can
be tilted to right or left; this is a variation of the wheel system,
The system of control is the same in each case, i.e. if the the principle being exactly the same.
control surface is moved it will, in effect, alter the angle of attack
and the camber of the complete surface to which it is hinged, On some modern airplanes a joystick mounted by the side of
and therefore change the force upon it (see Fig 3). the crew seats has replaced the control column but the
responses of the surfaces to stick movements remain the same.
The control surfaces are connected to controls in the pilots
cockpit. The elevators and ailerons are both moved by a single In the case of the rudder, if the right foot is pressed forward the
column on a universal joint (or by a wheel or handle-bars) rear of the rudder will be moved to the right (called "right
and the rudder by two rudder pedals. rudder") and the airplane turns to the right. .
The control is instinctive, i.e. a forward movement of the control In each instance it will be noticed that the control surfaces are
column depresses the elevators, increases the lift on the tail, placed as far as possible away from the center of gravity so as
and so causes the nose of the airplane to drop. to provide sufficient leverage to alter the position of the aircraft.
If the control column is moved to the left, the right aileron will
depress and right wing will rise at the same time the left aileron
will raise and left wing will lower causing airplane to bank left.
ISO 9001:2008 Certified For Training Purpose Only
11.1. - 3 Rev. 00
Mar, 2014
Training Centre Module 11A - TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS
Category B1.1 Basic Sub Module 11.1 - Theory of Flight
HORIZONTAL STABILIZERS The vertical stabilizer for an airplane is the fixed airfoil section
forward of the rudder and is used to provide directional stability
As has been discussed, the horizontal stabilizer is used to (yaw) for the aircraft, as has been previously discussed. This
provide longitudinal pitch stability and is usually attached to the unit is commonly called the fin.
aft portion of the fuselage. It may be located either above or
below the vertical stabilizer or at some midpoint of the A problem encountered on single-engine airplanes where the
stabilizer. Conventional tails (horizontal stabilizers) are placed propeller is at the front of the aircraft is that as the propeller
aft of the wing and set at a slight negative angle with respect to turns clockwise, a rotating flow of air is moved rearward (see
the wing chord line. This configuration gives a downward lift Figure 5), striking the left side of the fin and rudder, which
force on the tail, as shown in Figure 4. results in a left-yawing moment.
The down-lift force is dependent on the size of stabilizer and To counteract this effect, many airplanes have the leading
the distance aft that it is placed from the C.G. the horizontal edge of the vertical fin offset slightly to the left, thereby allowing
stabilizer may be designed as a fixed surface attached to the the slipstream to pass evenly around it.
tail or as a movable surface used to trim the aircraft or provide
pitch control.
Figure 4
Figure 5
The ailerons are the primary flight control surfaces used to The ailerons are moved by means of a control wheel or stick in
provide lateral (roll) control of the aircraft; that is; they control the cockpit. If a pilot wants to roll the airplane to the right, he or
aircraft movement about the longitudinal axis. They are usually she turns the wheel or stick to the right. After the desired
mounted on the trailing edge of the wing near the tip, as was degree of bank is obtained, the wheel is returned to neutral to
shown in Figure a. They are rigged so that when one is moving stop the roll. During normal turns of an airplane, the movement
upward on one wing, the other is moving downward on the of the ailerons is coordinated with movements of the rudder and
opposite wing. This movement changes the camber of the elevators to provide a banked horizontal turn without "slip' or
respective wings, with the down-ward-moving aileron "skid."
increasing the camber and lift, and the upward-moving aileron
decreasing the camber and lift. A slip, or sideslip, is a movement of an airplane
partially sideways. In a turn, the slip is downward and
Since the ailerons are located outboard of the roll axis, this inward toward the turn.
change in camber will result in a rolling motion. This action is
illustrated in Figure 6 and 7. A skid in a turn is a movement of the airplane sideways
and outward from the turn.
Large turbine aircraft often employ two sets of ailerons, one set
being approximately mid-wing or immediately outboard of
the inboard flaps, and the other set being in the
conventional location near the wingtips, as is shown in Figure b.
The outboard ailerons become active whenever the flaps are
extended beyond a fixed setting (at low speeds). As the flaps
are retracted, the outboard aileron control system is "locked out"
and flairs with the basic wing shape. Thus, during cruise
flight at comparatively high speeds, only the inboard ailerons
are used for control. The outboard ailerons are active during
landings and other slow-flight operations. This is primarily to
reduce wing-bending moments. Fig. 6
Figure 7
Aileron control in an airplane is complicated somewhat by an Frise," or other specially shaped ailerons (Fig 9). This is a
effect called adverse yaw. An aileron that moves down at the patented device, the idea being so to shape the aileron
trailing edge of a wing creates considerably more drag than the that when it is moved downwards the complete top surface
aileron on the opposite wing that moves upward the same of the main plane and the aileron will have a smooth,
amount. Also due to the induced turn the down-going wing will uninterrupted contour causing very little drag, but when it is
have a lesser speed than that of the up-going wing increasing moved upwards the aileron, which is of the balanced variety,
the drag on the up-going wing. Therefore, if the ailerons were will project below the bottom surface of the main plane and
rigged to move the same distance in response to the movement cause excessive drag.
of the cockpit control, the drag of the downward moving aileron
would cause the airplane to turn toward the side on which the This method has the great advantage of being simple, and it
downward-moving aileron is located. undoubtedly serves to decrease the adverse yawing effect of
the ailerons, and therefore it is often used.
Thus, a pilot wishing to make a left turn would move the
control to the left, causing the right aileron to move downward, Spoiler control (Fig 10). Spoilers are long narrow plates fitted on
but the drag caused by the aileron would cause the airplane the upper or lower surfaces of a wing, or both, sometimes
to turn to the right, except for strong rudder control. near to the leading edge, sometimes in front of the ailerons. In
the ordinary way they lie flush with the surface, or even inside it,
To overcome adverse yaw, the ailerons of an airplane are and have no effect on the performance of the aerofoil, but
rigged for differential movement. The differential control causes they can be connected to the aileron controls in such a way
the up- moving aileron to move a greater distance than the that when an aileron is moved up beyond a certain angle the
down-moving aileron. The amount of differential is sufficient spoiler is raised at right angles to the airflow, or comes up
to balance the drag between the ailerons, thus eliminating the through a slit, causing turbulence, decrease in lift and
yaw effect (Fig 8) increase in drag. This, means that the wing on which the
aileron goes down gets more lift, and very little extra drag, while
on the other wing the lift is 'spoilt" and the drag greatly
increased. Thus we have a large rolling effect in the right
direction combined with a yawing effect, also in the right
direction.
Fig. 9
Fig. 8
Fig. 10
This is what we aimed at, and there is the further advantage If the wheel is moved to the right, the right aileron must move
that the mechanical operation of the spoiler is easy, since the up and the left aileron must move down. Reverse movement of
forces acting upon it are small. This method of control feels control should then cause a reverse of position of the ailerons.
strange to the pilot who is unaccustomed to it because the loss
of lift caused by the spoiler will result in a decided drop of that
wing, which may be alarming when near the ground. But any AILERON REVERSAL
such strangeness can soon be overcome and the pilot begins
to realize the advantages of maintaining good lateral control, up If we want to increase lift on one wing in order to roll the aircraft
to and beyond the normal stalling angle. The improvement in we deflect the aileron down on the wing we want raised. But as
maneuverability is particularly noticeable when the airplane the wing C.G.is ahead of the aileron and the wing is flexible the
approaches its ceiling. But, whatever its merits, the spoiler took forces created on the aileron will have a negative moment
a long time to become popular as a means of control, around the C.G. of the wing The wing will twist and will result in
though it was, and is, used extensively as an air brake. a reduction of angle of attack for the wing.
It is rather curious that we have been describing the use of If L2 is greater than L1 there is a net reduction in lift rather
spoilers as an aid to lateral control at low speeds; and this than an increase and the aircraft will roll in the opposite
indeed was their original purpose, but in many types of modem direction than intended. This is known as aileron reversal (Fig
aircraft it is at high speed that the aileron control by itself is too 11)
slow in action and spoilers are used differentially being linked
to the ailerons to improve the control. They may even be To prevent this from happening the following methods could be
rendered inoperative at low speeds, and especially for used
maneuvering near the ground and for landing, because they are
too sensitive. By placing ailerons inboard
The correct rigging of the ailerons is of primary importance. Reducing the aerodynamic loading on the aileron by
After an airplane has been overhauled and during pre-flight using spoiler for lateral control
inspections, the direction of aileron movement with respect to
control-stick movement must be carefully noted.
Fig 11
ELEVATORS STABILATORS
The elevators are the control surfaces, which govern the A special type of elevator that combines the functions of the
movement of the aircraft around the lateral axis (pitch). elevator and the horizontal stabilizer is called a stabilator.
They are normally attached to hinges on the rear spar of the A stabilator is an all-moving tail that works by changing the
horizontal stabilizer. When the control column or stick in the angle of attack of the stabilator and thereby changing the
airplane is pulled back, the elevators are raised. The force of amount of downward lift that is generated by the tail. When this
the relative wind on the elevator surfaces tends to press the tail type of control airfoil is installed on an airplane, there is no fixed
down, thus causing the nose to pitch up and the angle of horizontal stabilizer. The stabilator is an airfoil that responds to
attack of the wings to increase. The reverse action takes the normal elevator control and serves as an elevator as well
place when the control column or stick is pushed forward. The as a stabilizer. A stabilator is illustrated in Figure 13.
action of the elevators is illustrated in Figure 12
VARIABLE INCIDENCE STABILISERS
During flight of an airplane the operation of the elevators is
quite critical, especially at low speeds. When power is off and In sweptback wings when fuel is consumed by the engines the
the airplane is gliding, the position of the elevators will aircraft C.G. shifts greatly within the limits. Hence there is a
determine whether the airplane dives, glides at the correct need to trim the aircraft by use of the elevators to prevent the
angle, or stalls. Remember that an airplane will not necessarily aircraft pitching about. By deflecting elevators trim drag is
climb when the control is pulled back. It is the power developed increased and elevator authority is reduced. Instead of
by the engine that determines the rate of climb of an airplane deflecting elevators if the horizontal stabilizer itself could be
rather than the position of the elevators. If the elevators are moved to trim the aircraft we can reduce trim drag and retain
held in a fixed position, the throttle alone can be used to make full authority of the elevators. Variable incidence stabilizers
the airplane climb, dive, or maintain level flight. (Trimmable horizontal stabilizers) do just that.
The position of the elevator is important, however, to Incorporating a conventional elevator control system, the
establish the most efficient rate of climb and a good gliding variable incidence horizontal stabiliser is often used for pitch
angle when power is off. It is also most essential for proper trim. Normally a powerful electric motor is used to vary its angle
control when "breaking the glide" and holding the airplane in of attack when trim switches on the flight deck are operated. A
landing position. Variable incidence stabiliser is illustrated in Figure 14.
Figure 12 Figure 13
Figure 14
CANARD AIRCRAFT This is achieved by having the center of gravity well ahead of
the aft wing. The aft wing pitching moment also adds to the
The earliest powered aircraft, such as the Wright Flyer (see fore plane load.
Figure 15), had horizontal surfaces located ahead of the wings.
This configuration, also on the Beech Starship (Figure 16),
which has two lifting surfaces, with the forward airfoil being In a well-designed canard, the forward wing must always stall
called a canard, is an appealing way to assist in carrying some at a lower angle of attack than the aft wing. If the aft wing were
of the airplane weight to reduce drag and increase cruising to stall first, the aircraft would pitch up, deepening the stall.
speed. With the canard stalling at a lower angle, the aircraft could be
flown with the canard alternately stalling and un-stalling, the
Conventional airplane designs that have tail surfaces located nose bobbing up and down gently in a porpoising mode. The
behind the wing use the horizontal tail to balance the wing CG location in a canard-equipped aircraft is very critical, with
pitching moment. This means a down load on the tail, as the requirement being that the CG always be located between
previously discussed, and requires an increase in the lift the canard and the main wing.
coefficient to support the added wing load. Since wing drag
increases with wing lift, a climb-and-cruise penalty is paid for
the stability offered by an aft-Located horizontal tail.
The canard design, with both surfaces providing lift, makes the
aircraft somewhat unstable. This instability is referred to as
relaxed static stability. The forward wing (canard) lifts a greater
share of the total weight per square foot of wing area (i.e., it
has a heavier wing loading) than the aft wing. Fig 15
Fig 16
T-TAILS
RUDDERS
The rudder is a vertical control surface that is usually hinged to Too much of a bank without sufficient rudder in a turn will cause
the tail post aft of the vertical stabilizer and designed to apply slipping; that is, the airplane will slide down toward the inside of
yawing moments to the airplane, that is, to make it turn to the turn. It is therefore necessary that the proper amount of
the right or the left about the vertical axis. rudder and aileron be applied when entering a turn in order to
produce what is termed a coordinated turn. Usually, after the
The movement of the rudder is controlled by pedals operated airplane is placed in a turn, the rudder pressure is almost
by the feet of the pilot. The pedals are interconnected so that neutralized to hold the turn. Likewise, it is necessary to
when one is pressed the other one move in the opposite reduce the amount of aileron used to place the airplane in turn.
direction. When the right pedal is pressed, the rudder swings to
the right, thus bringing an increase of dynamic air pressure Another factor to note concerning turns is that the steeper the
on its right side. This increased pressure causes the tail of the turn, the more the elevator will have to be used. Thus a
airplane to swing to the left and the nose to turn to the right. properly executed turn requires the use of all three of the
The operation of a rudder is shown in Figure 18. primary controls.
Although it appears that the rudder causes the airplane to turn, Rudder is also used for correcting asymmetry caused by
it must be pointed out that the rudder itself cannot cause the engine failure of a multi engine aircraft and for control (steering)
airplane to make a good turn. Newton's first law of motion of aircraft on ground at high speeds. For these reasons rudder
states that a moving body tends to continue moving in a is made large and placed at the tail so that it has a large
straight line unless some outside force changes its direction. moment arm.
When rudder is applied to an airplane in flight, the airplane will
turn, but it will continue to travel in the same direction as before
unless a correcting force is applied.
Thus, with rudder only, the airplane will turn sideways and
skid. In order to prevent this skid in a turn, the ailerons are used
to bank the airplane. In a car, a banked turn is much easier to
negotiate at comparatively high speeds than a flat turn. It is the
same with an airplane. To prevent skidding in a turn, the
airplane must be banked.
RUDDER LIMITER
Fig 18
ELEVONS
Elevons are combination elevators and ailerons used on the With a ruddervator, when a pilot wants to increase the angle of
outer tips of some delta wings. When used as elevators, they attack, he or she pulls back the control column or stick and both
both move in the same direction; when used as ailerons, they ruddervators move upward and inward, as shown in Figure B.
move in opposite directions. Elevons are especially needed for
delta wing airplanes. When the wheel is pushed forward, the ruddervators move
downward and outward, as illustrated.
RUDDERVATOR
If a pilot wants to yaw an airplane with ruddervators and the
Some airplanes have been designed with special types of right rudder is applied, the right ruddervator moves downward
control surfaces that do not fit into the descriptions of the and outward while the left ruddervator moves upward and
conventional controls. One such control is the ruddervator. inward.
The ruddervator is used on airplanes with a V-tail, and the These movements are in response to the movement of the
surfaces serve both as rudders and as elevators. A V -tail has a rudder pedals and provide the forces necessary to rotate the
slight drag reduction due to the reduction of interference drag, airplane about the vertical axis. The turning action of the
since there is one less intersection than on a conventional tail. ruddervators is also illustrated in Figure 20.
However, since the total surface area must be the same as on
a conventional tail, there is no reduction in skin-friction drag. A
disadvantage of the V-tail is that the heavier tail structure
necessary to support combined horizontal and vertical surface
loading along with a somewhat heavier control system make
the V -tail generally as heavy as the conventional design it
would replace. The other disadvantage to a V-tail is that it is
susceptible to roll tendencies, and the stability characteristics
are somewhat less desirable, particularly in rough air.
Fig 19 Fig 20
You have seen that the way in which the air flows across a wing
has a direct result on the lift that is produced. Items such as
camber, aspect ratio, and laminar flow are all important in the
generation of lift. The ability to vary these characteristics Vsf = stall speed with flaps down
results in an aircraft that has more desirable aerodynamic
characteristics over a wider operating range. Vs = stall speed without flaps
There are many different types of devices that can either CLm = maximum lift coefficient of the clean configuration
increase or decrease lift, such as flaps, slots, slats, and
spoilers. There are also devices that affect the airflow as it CLmf = maximum lift coefficient with flaps down
passes over the wing, such as wing fences and vortex
generators. For example, assume the airplane described by the lift curves
of figure has a stall speed of 100 knots at the landing, weight
HIGH LIFT DEVICES in the clean configuration. If the flaps are lowered the reduced
stall speed is reduced to:
The primary purpose of high lift devices flaps, slots, slats, etc.
is to increase the CLmax of the airplane and reduce the stall V = 100 x 1.5
speed. The takeoff and landing speeds are consequently 2
reduced. The effect of a typical high lift device is shown by the
airplane lift curves of figure and is summarized here: = 86.5 knots
Another device that is used on the leading edge of a wing is a The airfoil is shown in a stalling position because the burbling
slot. A slot is also a high-Lift device because it improves lift. It is of the air reaches almost the leading edge of the wing. The
a nozzle-shaped passage through a wing designed to improve automatic slot has disadvantages as well as advantages. The
the airflow conditions at high angles of attack and slow speeds. number of moving parts and the weight of the wing are
As the angle of attack of the wing increases, air from the high- increased. The slots must be installed properly and operate
pressure region below the wing flows to the low-pressure area equally well on both wings or they are useless. If a slot on one
above the wing, as shown in the bottom drawing of Figure wing opens before the slot on the opposite wing does so,
a. This flow of air postpones the breakdown of streamline flow disastrous results could occur. I.e. differential lift on the wings
that accompanies an increase in the angle of attack. A slot is could cause the aircraft to roll which if it happens at takeoff or
normally placed very near the leading edge. Slots are landing could result in loss of aircraft.
illustrated in Figures 20 and 21.
The usual location of slots is such that they are subjected to ice
There are two general types of slots: the fixed and the formation, and in spite of any anti-icing or deicing
automatic. When the fixed type is used, the airflow depends on equipment, they may fail to function. If any of these factors
the angle of attack. The disadvantage of a fixed slot is that it causes a lack of balance, lateral control may be impaired. For
adds excessive drag at low angles of attack. The automatic slot these reasons, a device is usually provided for locking slots in a
is formed by having a lead.ng-edge airfoil that will separate closed position if they do not function properly.
from the main leading edge to form a slot. This auxiliary airfoil
is commonly referred to as a slat. Figure 23 illustrates the effect of a slot on the lift
coefficient. Notice that at angles where the slot is opened, the
The automatic slot is nested into the leading edge of the wing lift is greater and the maximum CL occurs at a much higher
while the wing is at low angles of attack but is free to move angle of attack. This indicates that an airplane with a slotted
forward a definite distance from the leading edge at high angles wing has a lower stalling speed than one without slots, other
of attack. things being equal.
This forms a slot through which a portion of the airstream flows A slat is a movable auxiliary airfoil attached to the leading
and is deflected along the upper surface of the wing, thus edge of the wing which, when closed, falls within the original
maintaining a streamline flow around the wing. Figure a; shows contour of the wing and which, when opened, forms a slot.
the effect of the airstream diverted by a slot and the advantage
gained by its use. The top picture shows the airfoil with its slot
closed at a high angle of attack.
Fig 21
Fig 22
Figure 23
FLAPS
The split flaps shown in figure consist of plate deflected from
There are many different types of high lift devices used to the lower surface of the section and produces a slightly
increase the maximum lift co-efficient for low speed flight. The greater change in CLmax than the plain flap. However, a much
high lift devices applied to the trailing edge of a section consist larger change in drag results from the great turbulent wake
of a flap. produced by this type flap.
NASA defines a wing flap as a hinged, pivoted, or sliding airfoil, The greater drag may not be such a disadvantage when it is
usually near the trailing edge of the wing. It is designed to realized that it may be advantageous to accomplish
increase the lift, drag, or both when deflected and is used steeper landing approaches over obstacles or require higher
principally for landing, although large airplanes use partial flap power from the engine during approach (to minimize engine
deflection for takeoff. Most flaps are usually 15 to 25% of the acceleration time for wave-off).
airfoil's chord. The deflection of a flap produces the effect of
adding a large amount of camber well aft on the chord. The The slotted flap is similar to the plain flap but the gap
more camber that the airfoil has results in a greater pressure between the main section and flap leading edge is given
differential and the creation of more lift. This makes it specific contours. High-energy air from the lower surface is
possible for the airplane to have a steeper angle of descent for ducted to the flap upper surface. The high-energy air from the
the landing without increasing the airspeed. Flaps are normally slot accelerates the upper surface boundary layer and delays
installed on the inboard section of the wing trailing edge. airflow separation to some higher lift coefficient. The slotted flap
can cause much greater increases in CLmax than the plain or
The principal types of flaps are shown applied to a basic split flap and section drags are much lower.
section of airfoil. The effect of a 30 deflection of a 25 percent
chord flap is shown on the lift and drag curves of figure. The Fowler flap arrangement is similar to the slotted flap. The
difference is that the deflected flap segment is moved aft along
The plain flap shown in figure is a simple hinged portion of the a set of tracks, which increases the chord and affects an
trailing edge. The effect of the camber added well aft on increase in wing area. The Fowler flap is characterized by large
the chord causes a significant increase in CLmax. In addition, the increases in CLmax with minimum changes in drag.
zero lift angle changes to a more negative value and the drag
increases greatly.
Fig 24
Fig 25
As shown in Figure 26, when the fowler flap opens, the One additional factor requiring consideration in a comparison of
small airfoil slides downward and backward on tracks until it flap types is the aerodynamic twisting moments caused by the
reaches the position desired, thus providing a wing with a flap. Positive camber produces a nose down twisting moment-
variable coefficient of lift and a variable area. especially great when large camber is used well aft on the
chord (an obvious implication is that flaps are not practical on a
With the Fowler flap, the wing area can be increased, causing flying wing or tailless airplane).
large increases in lift with minimum increases in drag, the exact
amount of increase of each depending upon the angle to which The deflection of a flap causes large nose down moments,
the flap is lowered. The Fowler flap is one of the designs, which which create important twisting loads on the structure and
are particularly well adapted for use at takeoff as well as landing. pitching moments that must be controlled with the horizontal
tail. Unfortunately, the flap types producing the greatest
A variation, and improvement, to the basic Fowler and slotted increases in CLmax usually cause the greatest twisting moments.
flaps is the slotted Fowler flap. When such flaps are initially The Fowler flap causes the greatest change in twisting
extended, they move aft on their track. Once past a certain moment while the split flap causes the least. This factor-along
point on the track, further aft movement is accompanied by a with mechanical complexity of the installation-may complicate
downward deflection, which opens up one or more slots. the choice of a flap configuration.
A triple-slotted Fowler flap is shown in Figure 26 and 27 The effectiveness of flaps on a wing configuration depends on
many different factors. One important factor is the amount of
The slotted fowler flap can provide much greater increases in the wing area affected by the flaps. Since a certain amount of
lift than the plain or split flap, and corresponding drag changes the span is reserved for ailerons, the actual wing maximum lift
are much lower. This type of flap requires the installation of a properties will be less than that of the flapped two-dimensional
rather complicated structure. The slotted Fowler flap is usually section. If the basic wing has a low thickness, any type of
used on the trailing edge of most turbine transport category flap will be less effective than on a wing of greater thickness.
aircraft. Sweepback of the wing can cause an additional significant
reduction in the effectiveness of flaps.
Fig 26
Fig 27
FLAPERONS
In module 8 it was pointed out that a stall occurs when the Figure shows the stall pattern of a tapered swept wing. On
angle of attack becomes so great that the laminar airflow such wings, there is a tendency to develop a strong span wise
separates from the surface of an airfoil, leaving an area flow of the boundary layer toward the tip when the wing is at
of burbling that destroys the low-pressure area normally high lift coefficients. This span wise flow produces a relatively
existing at the upper surface of a wing in flight. low energy and thick boundary layer, which can easily
separate, near the tip.
When an airplane is in flight, there are a number of flight
conditions that may lead to a stall. First, if an airplane is If an actual wing were allowed to stall in this fashion, the stall
pulled up sharply until its forward speed diminishes to a point would be accompanied by aileron buffet and wing drop. There
where lift is less than gravity; the airplane will begin to lose would be no buffet at the empennage or the aft fuselage, no
altitude. The angle of attack increases, and when it reaches the strong nose down moment (there maybe even a nose up
stalling value (about 20), the wing stalls and the airplane stops movement), and very little if any aileron effectiveness.
flying. If the stall is balanced on both sides of the airplane, it will
pitch forward and may soon regain flying speed. In order to prevent such undesirable happenings the wing must
be tailored to achieve a favored stall pattern. This is achieved
Stalls may also occur at high speeds. Stalls occurring under by using the following
these conditions are called high-speed stalls, and they occur
when an airplane is pulled up so abruptly that the angle of Washout
attack exceeds the stall angle. This type of stall is not often Wing fences
encountered because under ordinary conditions it is not Saw tooth leading edge
necessary to pull an airplane up sharply enough to cause a stall. Winglets
Stalls are more likely to occur during turns than in level flight.
This is because greater lift is required to maintain level flight in
a turn.
Figure 31
EFFECT OF WASHOUT
The wing may be given a geometric twist termed washout to wing. The step where the change occurs, tends to form an
decrease the local angle of attack at the tip. In addition, the invisible 'wall' of high velocity air, which flows over the wing and
airfoil section may be varied throughout the span such that straightens the spanwise flow. It functions in much the same
sections with greater thickness and camber are located in the way as the wing fence but removes the extra drag and weight
areas of highest local lift coefficients. The higher Cl max of penalty.
such sections can then develop higher lifts without the danger of
stall.
EFFECT OF WINGLETS
EFFECT OF WING FENCES
These can be seen on a variety of the later generation airliners
These devices are usually fitted to aircraft with swept wings. and business jets.The outboard part of the wing are upswept to
Total airflow over a swept wing, splits into two components, one an extreme dihedral angle. These winglets work best at higher
moving across the wing chord parallel to the airflow and the speeds and, by clever aerodynamic design, will give better
other flowing spanwise towards the wing tip. airflow control and reduce the drag produced by the wing. It
does this by using the up-flow from below the wing to produce a
The fences are fitted about mid-span, on the leading edge of the forward thrust from the winglet, rather like a yacht sail. The
wing and extending rearwards. They are designed to control the winglets add weight to the aircraft as well as increasing parasitic
spanwise flow of the boundary layer air over the top of the wing. drag, but the large reduction in induced drag at the wingtip,
Also they will straighten the airflow over the ailerons, improving results in a significant fuel saving.
their effectiveness and straighten the air nearer the wing tip,
resulting in less 'spillage' of air from beneath the wing to the top,
thereby producing less drag.
Fig 31
Fig 32
Fig 34
Fig 33
Normally, at the leading edge of the wing the boundary layer will We have seen previously that washout on a wing permits the
be laminar, (in smooth thin sheets close to the surface), but as root of the wing to stall first, allowing the pilot to retain roll
the air moves over the wing towards the trailing edge, the control during the stall. Even with a degree of washout, the
boundary layer becomes thicker and turbulent. The region aircraft will drop a wing on occasions due to adverse boundary
where the flow changes from laminar to turbulent is called the layer air causing the outer part of the wing to stall first. This can
transition point. .As airspeed increases, the transition point be overcome with the use of stall wedges, or stall strips, as they
tends to move forward, so the designer tries to prevent this thus are sometimes known.
maintaining laminar flow, over the top of the wing for as far back
as possible. Methods of boundary layer control are as follows: Stall Wedges are small, wedge-shaped strips mounted on the
leading edge of the wings at about one third span. The are
BOUNDARY LAYER CONTROL designed to disrupt the boundary layer airflow, at large angles of
attack approaching the stall, thus ensuring the airflow breaks
VORTEX GENERATORS away,(stalls), at the root end of the wing first.
One way of stimulating the boundary layer and stopping the LEADING EDGE DEVICES
airflow becoming increasingly sluggish towards the trailing edge
is the use of vortex generators. Other devices to prevent laminar separation at the low speed
end of the range and thus control boundary layer air are leading
Vortex generators are small plates or wedges projecting up from edge droop flaps and Kreuger flaps. They can be a droop snoot
the surface of an aerofoil about 25mm.(about 3 times the typical or permanent droop type, or can be adjusted during flight.
boundary layer thickness), into the free stream air. Their
purpose is to shed small but lively vortices from their tip, which Additionally they produce a similar effect to a wing fence at
act as scavengers to direct and mix the high energy free stream smaller angles of attack resulting in a smoother airflow over the
air into the sluggish boundary layer air and invigorate it. This ailerons, thus retaining optimum roll control.
action pushes the transition point backwards towards the trailing
Fig 36
Fig 35
Fig 37
During a flight an aircraft will develop a tendency to deviate from A controllable trim tab is adjusted from the flight deck, with its
a straight and level hands-off attitude. This may be due to position being transmitted back to a flight deck indicator
changes in fuel state, speed, load position or flap/landing gear showing trim units, left and right of neutral.
selection and could be countered by applying a continuous
correcting force to the primary controls. This would be fatiguing Flight deck controls are trim-wheel, lever, switch, etc., with the
for the crew and difficult to maintain for long periods, so trim actuation of the tab by mechanical, electrical or hydraulic
tabs are used for this purpose instead. means. Trim facilities are normally provided on all three axes
Trim tabs move the primary control surface aerodynamically in Note: Aircraft with hydraulic fully powered controls do not have
the opposite direction to the movement of the tab. To correct an trim tabs. Since fully powered controls are termed irreversible,
aircraft nose down out of trim condition, the elevator tab is trim tabs if fitted, would be aerodynamically ineffective. With
moved down, resulting in the elevator moving up, the tail of the these systems, trimming is achieved by moving the primary
aircraft moving down, so that the nose comes up, correcting the control surface to a new neutral datum.
fault.
Balance tabs assist the pilot in moving the primary control Anti-balance tabs operate in a similar way aerodynamically as
surface. The flight deck controls are connected to the primary balance tabs but with a reverse effect. The difference is in the
control surface whereas the balance tab, hinged to the trailing way it is connected to the fixed aerofoil. It is routed so that the
edge of the primary surface, is connected to the fixed aerofoil. tab moves, relative to and in the same direction as, the primary
For example, the elevator balance tab, will be connected by an control surface. The effect is to add a loading to the pilot effort,
adjustable rod to the horizontal stabiliser and is so arranged, making it slightly heavier and thus providing feel, to prevent the
that it tends to maintain the tab at the same relative angle to the possibility of over-stressing the airframe structure
stabiliser when the pilot moves the elevator.
SERVO TABS
Aerodynamically, therefore, the tab is moving in the opposite
direction to the control surface and assists its movement. Sometimes referred to as the flight tabs, servo tabs are
Adjusting the length of the connecting rod will alter the positioned on the trailing edge of the primary control surface
displacement of the effective range of the tab about the mid- and connected directly to the flight deck control inputs. They act
point datum. as a form of power booster, since pilot effort is only required to
deflect the relatively small area of the servo tab into the air
Some types of balance tab have more than one point of stream.
attachment and it is possible with these so called geared
balance tabs, to alter the range of tab deflection. Movement of the flight deck control input moves the tab up or
down and the aerodynamic force created on the tab, moves the
The function of a balance tab can also be combined with that of primary control, until the aerodynamic load on the control
a trim tab, by adjusting the length of the balance tab connecting surface balances that on the tab. Moving the tab down will
rod from the flight deck. This is usually achieved by installing a cause the primary control to move up and vice-versa.
form of linear actuator in the rod and is termed a trim/balance
tab.
BALANCE TAB
SPRING TABS
At high speed, control surfaces operated directly from the flight The tab deflection provides an added aerodynamic load which
deck, become increasingly difficult to deflect from neutral, due assists the flight deck effort. The faster the aircraft flies, the
to the force of the aerodynamic loads caused by the airstream greater the airflow force and therefore the greater the spring tab
around them. deflection, resulting in a progressively increasing assistance in
moving the primary control.
The spring tab is progressive in its operation and provides
increasing aerodynamic assistance in moving the control
surface, with an increase in aircraft forward speed. The flight
deck controls are connected to the spring tab in a similar
manner to the servo tab previously described, except the
linkage is routed via a torque rod assembly (or spring box)
attached to the primary control surface.
MASS BALANCE
All aircraft structures are distorted when loads are applied. If the
structure is elastic, as all good structures are, it will tend to
spring back when the load is removed, or its point of application
is changed.
Since a control surface is hinged near its leading edge, the
centre of gravity (C of G) will be behind the hinge and as a
consequence, there will be more weight aft of the hinge line
than in front of it .
In the case of an aileron for example, should the air load distort
the wing upwards, it is likely that the aileron will lag behind and
distort downwards. This effectively produces an extra upward
aerodynamic force which pushes the wing up even further. Fig 43 EXTERNAL MASS WEIGHTS
Due to its elasticity, the wing will spring back and the aileron will
lag again but this time upwards, aerodynamically forcing the
wing down further than it would normally go due to elastic recoil
alone. Now the cycle is repeated and a high speed oscillation
will result. This unwanted phenomenon is referred to as flutter.
True control surface bias is achieved in manually operated This method is similar to and has the same effect as the horn
controls by the use of fixed or adjustable trim tabs, as previously balance. Instead of having a forward projection at one or both
discussed. In power operated controls the input signal to the ends of the control surface, the hinges are set back so that the
hydraulic servo valve is adjusted to offset the primary control area forward of the hinge line, which projects into the air flow
surface. when the control surface is moved from neutral, is spread
evenly along its whole length.
However in order to overcome the high stick forces on larger
aircraft at higher speeds, the surfaces themselves are used to
lighten the forces. AERODYNAMIC BALANCE BALANCE PANELS
This is referred to as Aerodynamic Balancing and the three A device fitted to a few aircraft is the aerodynamic balance
principal ways of achieving it are: horn balance, inset hinge and panel. Often used in the aileron system, the panel is fitted
pressure balancing between the leading edge of the aileron, ahead of the hinge and
the rear face of the wing. When the aileron is deflected upwards
(downwards) from neutral, the high velocity, low pressure air
AERODYNAMIC BALANCE PANELS passing over the lower (upper) gap decreases the air pressure
under (above) the balance panel and pulls it down (up). The
AERODYNAMIC BALANCE HORN BALANCE force on the balance panel is proportional to airspeed and
control surface deflection and assists the pilot in moving the
In this method, a small part of the primary control surface ahead controls accordingly.
of the hinge will project into the airflow when the control is
deflected from neutral. The airflow on this side assists the
movement of the control in the desired direction and will attempt
to move the control further away from the neutral position.
Air loads on the control side, aft of the hinge, try to push the
surface back towards neutral. (This is the force that would
normally make the controls heavy). If the proportion of balance
area forward of the hinge and control area aft of the hinge is
correct, the pilot will feel that his control loads are more
manageable, making the aircraft easier to fly.
MODULE 11
Sub Module 11.1.2
INTRODUCTION
Developments in aircraft and power plants have produced high The compressible nature of air makes itself evident in a
performance airplanes with capabilities for very high-speed number of ways, which have a marked effect on aircraft in flight.
flight. The study of aerodynamics at these very high flight Knowledge of the fundamental changes in the airflow brought
speeds has many significant differences from the study of about the compressibility of air and their effects on aircraft
classical low speed aerodynamics. Therefore, it is quite enables one to understand certain peculiarities in aircraft
behavior.
necessary that the aircraft technician be familiar with the
nature of high-speed airflow and the characteristics of high
AIR PRESSURE
performance airplane configurations.
At standard sea-level temperature, individual molecules of
NATURE OF COMPRESSIBILITY
air are in constant motion in random directions at a speed of
about 1,700 ft.p.s.(1,000 knots). Air pressure is thus the total
At low flight speeds the study of aerodynamics is greatly
effect of the impact of air molecules on any surface exposed to
simplified by the fact that air may experience relatively small
their movements. The speed of the molecules depends on their
changes in pressure with only negligible changes in density.
temperature, the higher the temperature the greater the speed.
This airflow is termed incompressible since the air may
Thus a small balloon, which is warmed, expands as the
undergo changes in pressure without apparent changes in
molecular speed rises with temperature and so increases the
density. Such a condition of airflow is analogous to the flow of
pressure.
water, hydraulic fluid, or any other incompressible fluid.
SPEED OF SOUND
Additionally, in any one of the fluids, speed will vary with a Consequently, anyone standing ahead of the aircraft, would
change in temperature. As temperature increases, the speed of hear it coming and be able to detect the change in the nature of
sound will increase and vice-versa, so that in Air on a standard the pressure waves as the aircraft passed by. It would be similar
day at sea level (15oC approx), the waves will travel at 761mph to the change in the pitch of the siren of a passing emergency
(661.7 knots), whereas at 11,000 metres altitude, the speed will road vehicle.
fall to 661mph, since the temperature has dropped to -56oC at
this altitude.
This is often referred to as Doppler shift or Doppler effect.
Note: At altitudes above 11,000 metres and up to about 27,000
metres, the temperature and hence the speed of sound, will
remain constant.
SUBSONIC FLIGHT
TRANSONIC FLIGHT
Fig 4
SUPERSONIC FLIGHT
The transonic flight range encompasses sound wave velocity
and consequently is the most difficult realm of flight since some Once the aircraft is supersonic, all parts of it are considered to
of the air flowing over the aircraft, particularly the wings, is be above the speed of sound and therefore travelling faster than
subsonic and some is supersonic. As the aircraft approaches the rate of propagation of the pressure waves. An infinite
the speed of sound, the pressure waves ahead of it will be number of pressure waves are produced and form a cone, the
travelling at the same speed as the aircraft and are therefore inclination of which will change as the aircraft speed changes.
relatively stationary. They accumulate to form a continuous
pressure wave and consequently will result in the removal of MACH NUMBER
any advance warning of the approach of the aircraft.
Mach number is the ratio of the true airspeed of the aircraft and
At these speeds other pressure waves, or shock waves form the local speed of sound at that altitude. An aircraft travelling at
wherever the airflow reaches the speed of sound. These waves exactly the speed of sound is said to be travelling at Mach 1.
will upset the aerodynamic balance of the wing and this
It follows therefore that an aircraft travelling at twice the speed
of sound would be travelling at Mach 2 and at half the speed of
sound, Mach 0.5, etc,.
Fig 5
As air flows over the camber on the upper surface of the wing,
its speed will increase as it flows rearwards from the leading
edge, reaching a maximum at the thickest part of the wing
chord.
Fig 7
In this design, the total amount of lift lost by the shallower Previously discussed has been the build up of the pressure
camber of the thin wing is restored by making the chord longer. wave in front of the aircraft as it approaches Mach 1, including
This is perfect for transonic cruise conditions, but at low the fact that other parts of the airframe, in particular the wing,
airspeeds, lift on a clean wing will be insufficient and so are likely to reach Mach 1 well before the complete aircraft
extensive use of high lift devices (slots, slats and flaps) is does.
necessary
When this occurs the smoothness of the airflow over the wing is
severely affected. This region, as well as those on the flying
control aerofoils, experience violent vibration and so-called
compressibility buffeting of the airframe. If allowed to continue,
control loss or possible structural damage can occur.
SHOCK WAVES
Figure shows the wave pattern associated with point source p of If the velocity of the point source increases above the
weak pressure disturbances when stationary and when moving acoustic speed (u = la in this example), the eccentric
in a straight line at different velocity regimes. The surrounding circles will intersect one another and all the circles will
fluid is assumed to be at rest. The circles represent the wave be tangential to two symmetrically inclined lines (a
fronts at a particular instant of time. If the time elapsed since the cone in three dimension) whose apex is the point
wave front was emanated is t, the radius of a wave front is at, source. These lines are termed Mach waves or Mach
where a is the acoustic speed. lines, and in three dimensions there is a Mach cone. The
semi vertex angle is termed the mach angle () the
The source is at rest. In two-dimensional flow the wave mach angle, would become smaller as the speed rose.
fronts are concentric circle whereas in the three
dimensional case they are concentric spheres. The cone, which marks the boundary of the sphere of
influence of the body, is called a mach cone. All objects
When the point source moves at a velocity u, less than a which are within the mach cone would experience the
(u = 0.5a) the wave fronts adopt a different pattern. The effects of the passage of the body; all these outside
individual wave fronts remain circular with their centers would be unaffected.
on the line of motion of the source and are eccentric but
non- intersecting. Note. If the speed a increases the Mach angle reduces. The
pressure disturbances are confined to the Mach cone. The area
The point source moves through a distance ut in the time the outside is known as the zone of silence, and it is totally unaware
wave moves through a greater distance at. Once again, the of the moving object.
waves signaling the pressure disturbance will move through the
whole region of the fluid, ahead and behind the moving source.
The knowledge of the flow pattern of a point source can be Various types of waves can occur in supersonic flow and the
extended to understand the changes undergone by supersonic nature of the wave formed depends upon the airstream and the
flow when encountered with an object of a particular shape. shape of the object causing the flow change. Essentially, there
Unlike the subsonic flow, the supersonic flow will not get prior are three fundamental types of waves form in supersonic flow:
information about an object in the downstream flow path as
weak pressure waves cannot propagate forward.
Fig 11
Fig 10
Fig 12
Fig. 13
Once past the blunt nose the airstream may remain subsonic or
accelerate back to supersonic depending on the shape of the
nose and the Mach number of the free stream. See figure 15.
EXPANSION WAVE
Fig 17
Fig 19
Fig 18
Parts (c) and (d) of Figure show the wave pattern and resulting
pressure distribution for a double wedge airfoil at zero lift.
Parts (e) and (f) of figure below illustrate the wave pattern and All changes in velocity, pressure, density and flow
resulting pressure distribution for the double wedge airfoil at a direction will take place quite suddenly through the
small positive angle of attack. various waveforms. The shape of the object and the
required flow direction change dictate the type and
The net pressure distribution produces an inclined lift with drag strength of the wave formed.
due to lift, which is in addition to the wave drag at zero lift.
The amount of acceleration and drop in pressure is
Part (g) of figure shows the wave pattern for a circular arc airfoil. proportional to the slope of the upper surface.
After the airflow traverses the oblique shock wave at the leading
edge, the airflow undergoes a gradual but continual expansion As always, lift results from the distribution of pressure on
until the trailing edge shock wave is encountered. a surface and is the net force perpendicular to the free
stream direction. Any component of the lift in a direction
Part (h) of figure illustrates the wave pattern on a conventional parallel to the wind stream will be drag due to lift.
blunt nose airfoil in supersonic flow. When the nose is blunt the
wave must detach and become a normal shock wave In supersonic flight, the zero lift drag of an airfoil of some
immediately ahead of the leading edge. Of course, this wave finite thickness will include a "wave drag. The thickness
form produces an area of subsonic airflow at the leading edge of the airfoil will have an extremely powerful effect on
with very high pressure and density behind the detached wave. this wave drag since the wave drag varies as the square
of the thickness ratio-if the thickness is reduced 50
The mechanics of supersonic lift are simpler than those of percent; the wave drag is reduced 75 percent. The
subsonic because the pressure at any point over the wing is leading edges of supersonic shapes must be sharp or
dependent only on the slope of the surface over which it is the wave formed at the leading edge will be a strong
passing. If the slope is towards the free stream, the pressure is detached shock wave.
always positive if away it is always negative. Only varying the
angle of attack can therefore change pressure. Once the flow on the airfoil is supersonic, the
aerodynamic center of the surface 'will be located
The figures discussed illustrate the typical patterns of approximately at the 50 per-cent chord position. As this
supersonic flow and point out these facts concerning contrasts with the subsonic location for the aerodynamic
aerodynamic surfaces in two-dimensional supersonic flo center of the 25 percent chord position, significant
changes in aerodynamic trim and stability may be
encountered in transonic flight.
One of the most interesting, and perhaps surprising, Features The theoretical pressure distribution of a double-wedge aerofoil
of the flow is that there is no up-wash in front of the aerofoil at a high angle of attack, divorced from boundary layer and
(how can there be when the airflow doesn't know that the other effects, can therefore be shown as two sets of parallel
aerofoil is coming) - and no appreciable downwash behind the lines (Fig. b). The area between the lines of the upper and lower
aerofoil; the deflection of the air (the eventual cause of the lift) is surfaces being proportional to the lift. The C.P. will be at the 50
only between the Shock waves. The pressure distribution over percent chord position; Fig c is a typical lift curve for a wedge
the aerofoil accounts for both lift and drag. shaped aerofoil at supersonic speed.
At a still larger angle - but the reader may like to draw this for
himself. Eventually, as the angle of attack is increased, the bow
wave will become detached, as it always is in front of a blunt
nose.
AERODYNAMIC HEATING
Fig 23
AREA RULE
Fig 27
Fig 26
This theory is borne out by the fact that when it does appear,
the shock wave lies parallel to the span of the wing. Therefore
only that part of the velocity perpendicular to the shock wave,
i.e. across the chord, is reduced by the shock wave to subsonic
speeds.
Fig 28