Aerodynamic Moments (i.e., Torques)!

Robert Stengel, Aircraft Flight Dynamics, MAE 331, 2016

Learning Objectives

•! Expressions for aerodynamic balance

and moment
•! Concepts of aerodynamic center,
center of pressure, and static margin
•! Configuration and angle-of-attack
effects on pitching moment and
stability
•! Calculate configuration and sideslip-
angle effects on lateral-directional
(i.e., rolling and yawing) aerodynamic
moments
•! Tail design effects on airplane Reading:!
Flight Dynamics !
aerodynamics Aerodynamic Coefficients, 96-118!

Copyright 2016 by Robert Stengel. All rights reserved. For educational use only.
http://www.princeton.edu/~stengel/MAE331.html
http://www.princeton.edu/~stengel/FlightDynamics.html 1

Assignment #3"
due: End of day, Oct 14, 2016!

•! Estimate and plot the non-dimensional

force and moment aerodynamic
coefficients and control effects for
the Honda HA-420 HondaJet in the
Mach number range from 0 to 0.8!
•! 3-member teams!
https://www.youtube.com/watch?v=uyrSWF2-0KI
2
 Review Questions!
!! Why is induced drag proportional to angle of attack
squared?!
!! What spanwise lift distribution gives minimum induced
drag?!
!! Why can lift and drag coefficients be approximated by
the Newtonian-flow assumption at very high angle of
attack?!
!! How does profile drag vary with Mach number?!
!! What are some functions of secondary wing
structures?!
!! What is the primary function of leading edge
extensions?!
!! Why was the Republic F-103 cancelled?!
!! What is the “Area Rule”?! 3

Handbook Approach to
Aerodynamic Estimation
•! Build estimates from component effects
–! USAF Stability and Control DATCOM (download at
http://www.pdas.com/datcomb.html)
–! USAF Digital DATCOM (see Wikipedia page)
–! ESDU Data Sheets (see Wikipedia page)

Interference
Effects Tail
Interference Aerodynamics
Effects Fuselage
Aerodynamics
Wing
Aerodynamics
Interference
Effects

4
 Moments of the
Airplane!

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% mean aerodynamic chord (mac)]
•! Tailless airplane: c.m. ahead of the neutral point

Northrop N-9M

Douglas DC-3

6
 Airplane Balance
•! Canard configuration:
–! Neutral point moved forward by canard surfaces
–! Center of mass may be behind the neutral point, requiring
closed-loop stabilization
•! Fly-by-wire feedback control can expand envelope
of allowable center-of-mass locations

Grumman X-29

McDonnell-Douglas X-36

Moment Produced By
Force on a Particle
r! : Cross-product-equivalent matrix

Cross Product of Vectors

i j k
r!f = x y z ( ) ( )
= yfz " zfy i + ( zfx " xfz ) j + xf y " yf x k
fx fy fz

!
(
! mx $ # yfz ' zfy ) $
& ! 0 'z y $ ! fx $
# & & = r ( f ! r" f = # z &# &
m = # my & = # ( zfx ' xfz ) # 0 'x & # f y &
# &
# m & # # 'y x 0 & # fz &
#" z &%
#" (
xfy ' yf x ) &
&%
" % #" &%
8
 Forces and Moments Acting
on Entire Airplane
Force Vector
! X $
# B &
f B = # YB &
# &
" ZB %

Moment Vector
! L $
# B &
mB = # M B &
# &
" NB %
9

Aerodynamic Force
and Moment Vectors
of the Airplane
Force Vector
! f $ ! X $
x
# & # B &
fB = ' # fy & dx dy dz = # YB &
Surface
# & # &
f
#" z &% " ZB %
Moment Vector
" %
$ ( yfz ! zfy )
" L %
' $ B '
mB = ( $ zf ! xf
( x z) ' dx dy dz =$ M
B '
Surface $ ' $ '
$ ( xf ! yf )
# y x
'
& # NB & 10
 Pitching Moment
of the Airplane!

11

Body-Axis Reference Frames

•! Reference frame origin
is arbitrary; it is a
fiducial point
–! x axis along centerline
–! Tip of nose: All values of
x on airframe are
negative, but nose shape
could change
–! Forward-most bulkhead:
Fixed for all
manufacturing
measurements
–! Center of mass:
Rotational center, but
changes with fuel use,
payload, etc.
12
 F-86 Nose Variations
F-86A F-86D

F-86E F-86D

13

Pitching Moment!
(moment about the y axis)
Pressure and shear stress differentials
x moment arms
Integrate over the airplane surface to
produce a net pitching moment
Body - Axis Pitching Moment = M B
=! '' #$ "pz ( x, y ) + "sz ( x, y ) %& ( x ! xcm ) dx dy
surface

+ '' #$ "px ( y, z ) + "sx ( y, z ) %& "px ( z ! zcm ) dy dz

surface

14
 Pitching Moment!
(moment about the y axis)
Distributed effects can be aggregated to
local centers of pressure indexed by i

I I
M B ! " # Z i ( xi " x cm ) + # Xi ( zi " zcm )
i=1 i=1

+Interference Effects + Pure Couples

Net effect expressed as
M B = Cm q Sc
15

Pure Couple
•! Net force = 0 •! Net moment " 0
Rockets Cambered Lifting Surface

•! Cross-sectional area, S(x)

•! x positive to the right Fuselage
•! At small !
–! Positive lift slope with dS(x)/dx > 0
–! Negative lift slope with dS(x)/dx < 0
•! Fuselage typically produces a
destabilizing (positive) pitching
moment [ “Apparent mass” effect] 16
 Lift Coefficient of a Cone

Munk’s airship theory (potential flow)

! Length $ Sbase
C Lcone ! ±2 fcn # '
" Diameter &% S
( 0.4, Len Dia = 2 ,
* * Sbase
! ±2 ) 0.84, Len Dia = 5 - '
* 0.94, Len Dia =10 * S
+ .
Munk, NACA-TR-184, 1924
17

Net Center of Pressure

Local centers of pressure can be aggregated at a net center
of pressure (or neutral point) along the body x axis

"(
! x C
cp N ) wing
(
+ xcpC N ) fuselage
(
+ xcpC N ) tail
+ ...#
$
xcpnet =
C Ntotal
C N = !CZ
S = reference area
C A = !C X
Body Axes

Wind Axes
(w.r.t, velocity vector)

18
 Static Margin
•! Static margin (SM) reflects the distance between the
center of mass (cm) and the net center of pressure (cp)
•! Body axes
•! Normalized by mean aerodynamic chord
•! Does not reflect z position of center of pressure
•! Positive SM if cp is behind cm

Static Margin ! SM =
(
100 xcm ! xcpnet ) B
,%
c
(
" 100 hcm ! hcpnet % )
xcm
hcm !
c 19

Static Margin

Static Margin = SM

=
(
100 xcm ! xcpnet ), %
c
(
" 100 hcm ! hcpnet % )

20
 Pitch-Moment Coefficient
Sensitivity to Angle of Attack
For small angle of attack and no control deflection

(
M B = Cm q Sc ! Cmo + Cm" " q Sc )

21

Pitch-Moment Coefficient
Sensitivity to Angle of Attack
For small angle of attack and no control deflection

( ) (
Cm! " #C N! net hcm # hcpnet " #C L! net hcm # hcpnet )
$ xcm # xcpwing ' $ xcm # xcpht '
" #C L! wing & ) # C L! ht & )(
% c ( % c
referenced to wing area, S

22
 Horizontal Tail Lift Sensitivity
to Angle of Attack
2
+ S .+V .
"
#
( )
$ C L! ht
%
horizontal '
tail & ref = S
( )
= C L! ht
+
-
ref = Sht ,
1(
)* .
0
)! /
1elas - ht 0 - ht 0
, S / , VN /

Vht : Airspeed at horizontal tail

!: Downwash angle due to wing at tail
"! "# : Sensitivity of downwash to angle of attack
$elas : Aeroelastic effect

•! Downwash effect on
aft horizontal tail
•! Upwash effect on a
canard (i.e., forward)
surface
23

Aerodynamic Center and Center

of Pressure of a Wing
!Cm
xac = x for which #0
!"
= xcp for a symmetric airfoil
$ xcp for an asymmetric airfoil

NACA 0012

NACA 2412
Airfoil Tools
http://airfoiltools.com
NACA 4412
24
 Effect of Static Margin on
Pitching Moment
For small angle of attack and no control deflection

( )
M B = Cm q Sc ! $%Cmo " C N# hcm " hcpnet # &' q Sc

( )
! $%Cmo " C L# hcm " hcpnet # &' q Sc
25

Effect of Static Margin on

Pitching Moment
Sum of moments is zero in trimmed condition

(
M B = Cmo + Cm! ! q Sc )
= 0 in trimmed (equilibrium) flight

Typically, static margin is positive and "Cm/"! is

negative for static pitch stability

26
Effect of Static Margin on Pitching
Coefficient
•! Zero crossing determines trim angle of
attack, i.e., sum of moments = 0
•! Negative slope required for static stability
•! Slope, "Cm/"!, varies with static margin

C mo
( )
M B = Cmo + Cm! ! q Sc ! Trim = "
Cm!
27

Effect of Elevator Deflection on

Pitching Coefficient
Control deflection shifts curve up and
down, affecting trim angle of attack

( )
M B = Cmo + Cm! ! + Cm" E " E q Sc

1
! Trim = "
Cm!
(
Cmo + Cm# E # E )
Elevator deflection effectively changes C mo 28
 Stability and Control at the
Design Stage!
Chapter 6, Airplane Stability and
Control, Abzug and Larrabee!
•! What are the principal subject and scope of the
chapter?!
•! What technical ideas are needed to understand the
chapter?!
•! During what time period did the events covered in the
chapter take place?!
•! What are the three main "takeaway" points or
conclusions from the reading?!
•! What are the three most surprising or remarkable
facts that you found in the reading?!
29

!is"rical Fac"ids
Aviation in The Great War
•! 1914-18: World War I changes the
complexion of flying
–! Reconnaissance
SPAD S.VII
–! Air superiority (dog fights)
–! Bombing
–! Personal transport
•! Wrights

US monopoly broken by
licensing for war effort
•! Aircraft Design
–! Biplanes, a few mono- and
triplanes
–! Design for practical functions
–! Multiple engines, larger aircraft
–! Aft tails
–! Increased maneuverability,
speed, g-loads, altitude
–! Improved piston engines
–! Tractor propellers 30
 Maneuvering World War I Aircraft
•! Maneuverable aircraft with
idiosyncrasies
–! Rotary engine
–! Small tail surfaces DeHavilland DH-2
–! Reliability issues
•! Maneuvering to stalls and spins
•! Snap roll: rudder and elevator
•! Barrel roll : aileron
•! Cross-control (e.g., right rudder, left
Fokker E.III
stick)
–! glide path control during landing
–! good view of landing point
•! Unintended snap rolls led to spins and
accidents during takeoff or landing Sopwith Triplane

http://www.youtube.com/watch?v=6ETc1mNNQg8
31
http://www.youtube.com/watch?v=OBH_Mb0Kj2s

Sopwith Camel

•! Rotary engine induced gyroscopic coupling

•! Highly maneuverable
•! Aft fuel tank; when full, center of mass was
too far aft for stability
•! Vertical tail too small, spin recovery not
automatic with centering of controls

http://www.youtube.com/watch?v=3ApowyEXSXM
32
 S.E.-5 vs. Fokker D.VII
•! RAF S.E.-5: theoretical approach to design
–! Best WWI design from the Royal Aircraft
Factory
–! Stationary engine
–! High dihedral
–! Stable spiral mode
–! High control forces
–! Poor maneuverability
–! Relatively safe and effective

•! Fokker D.VII: empirical approach to

design
–! Horn balances to reduce control forces
–! Stationary engine
–! Neutral-to-negative stability
–! Good maneuverability
–! Relatively dangerous

33

Stability OR Control?

Stability AND Control

•! Need for better understanding of Flying
(or Handling) Qualities
–! Stability and controllability characteristics as
perceived by the pilot
•! Desired attributes: Stability of the S.E.-5
and controllability of the D.VII 34
Lateral-Directional Effects
of Sideslip Angle!

35

Rolling and Yawing Moments

of the Airplane
Distributed effects can be aggregated to
local centers of pressure indexed by i

Rolling Moment
I I
LB ! # Z i ( yi " y cm ) " # Yi ( zi " zcm )
i=1 i=1

+Interference Effects + Pure Couples

Yawing Moment
I I
N B ! # Yi ( xi " x cm ) " # Xi ( yi " ycm )
i=1 i=1

+Interference Effects + Pure Couples

36
 Sideslip Angle Produces Side Force,
Yawing Moment, and Rolling Moment

!! Sideslip usually a
small angle ( ±5 deg)
!! Side force generally
not a significant effect
!! Yawing and rolling
moments are principal
effects

37

Side Force due to Sideslip Angle

"CY
Y! qS • # = CY# qS • #
"#
•! Fuselage, vertical tail, and wing are main contributors

( )
CY! " CY!
Fuselage
( )
+ CY!
Vertical Tail
( )
+ CY!
Wing

S = reference area

38
 Side Force due to Sideslip Angle
$S '
(C )
Y!
Vertical Tail
$ #C '
"& Y ) *vt & vt )
% #! ( ref = Svt % S (
SBase
(C ) , d Base
2
" +2 ; SB = 4
S
Y!
Fuselage

(C ) Y!
Wing
" +C DParasite, Wing + k- 2

!vt = Vertical tail efficiency (p. 96, Flight Dynamics)

" AR
k=
1+ 1+ AR 2
# = Wing dihedral angle, rad 39

Yawing Moment due to Sideslip Angle

" Cn % $V 2 (
N! Sb • # = Cn# qSb • #
"# '& 2 *)

!! Side force contributions times

respective moment arms
–! Non-dimensional stability
derivative

( )
Cn! " Cn!
Vertical Tail
( )
+ Cn!
Fuselage
( )
+ Cn!
Wing
( )
+ Cn!
Propeller
40
S = reference area
Yawing Moment due to Sideslip Angle
Vertical tail contribution
Svt lvt
(C )n!
Vertical Tail
" #CY!vt $vt
Sb
! #CY!vt $vtVVT

lvt ! Vertical tail length (+)

= distance from center of mass to tail center of pressure
= xcm ! xcpvt [x is positive forward; both are negative numbers]

%V 2 (
( )
!vt = !elas 1+ "# "$ ' vt2 *
& VN )

Svt lvt
VVT = = Vertical Tail Volume Ratio
Sb 41

Yawing Moment due to Sideslip Angle

Fuselage contribution

"2K VolumeFuselage
(C ) n!
Fuselage
=
Sb
1.3

K = $1! dmax
" %
# Length fuselage '&

Wing (differential lift and induced drag) contribution

(C )
n!
Wing
= 0.075C LN " + fcn ( #, AR, $ ) C LN 2
k1

! k0C LN " + k1C LN 2 (eq. 2.4-66, Flight Dynamics)

AR

Seckel, from NACA TR-1098, 1950 42

Rolling Moment due to Sideslip Angle
Dihedral effect
L ! Cl" qSb • "

( )
C l! " C l!
Wing
( )
+ C l!
Wing # Fuselage
( )
+ C l!
Vertical Tail

Unequal lift on left and

right wings induces
rolling motion

43

Rolling Moment due to Sideslip Angle

•! Wing vertical location effect:

Crossflow produces up- and
down-wash
•! Rolling effect depends on
vertical location of the wing

•! Vertical tail effect

44
 Tail Design Effects!

45

Tail Design
Effects
•! Aerodynamics
analogous to those of
the wing
•! Longitudinal stability
–! Horizontal stabilizer
–! Short period natural
frequency and damping
•! Directional stability
–! Vertical stabilizer (fin)
•! Ventral fins
•! Strakes
•! Leading-edge
extensions
•! Multiple surfaces
•! Butterfly (V) tail
–! Dutch roll natural
frequency and damping
•! Stall or spin prevention/
recovery
•! Avoid rudder lock (TBD)
46
 V (Butterfly) Tails
•! Analogous to conventional tail at Beechcraft Bonanza
low angles of attack and sideslip
•! Control surface deflection
–! Sum: Pitch control
–! Difference: Yaw control
•! Nonlinear effects at high angle of
attack are quite different from
conventional tail

Scaled Composites V-Jet II Fouga Magister

47

Horizontal Tail Size and Location

Grumman XF5F
North American F-86

!! 15-30% of wing area

!! ~ wing semi-span behind the c.m.
!! Must trim neutrally stable airplane at maximum
lift in ground effect
!! Effect on short period mode
!! Horizontal Tail Volume: Typical value = 0.48

Sht lht
VHT =
S c 48
 Tail Moment Sensitivity to
Angle of Attack
2
# Vht & # ,# Sht & # lht & /
( )
Cm! ht = " C L! ht
ht %
% 1"
)* &
$ VN (' $ )! '
+
( elas .%$ (' %$ (' 1
- S c 0
2
# Vht & #
( )
= " C L! ht
ht %
$ VN '( %
$
1"
)* &
)!
(' +elasVHT

Sht lht
VHT = = Horizontal Tail Volume Ratio
Sc

49

Pitching Moment due to Elevator

Deflection
Normal force coefficient variation due to elevator deflection

"C L Sht
C L! E !
"! E
( )
= # ht$ht C L%
ht S
& C N! E
(C )
L#
ht
! ht = Carryover effect
"ht = Tail efficiency factor
= Horizontal tail lift-coefficient slope

'C N = C N! E ! E
Sht = Horizontal tail reference area

Pitching moment coefficient variation due to elevator deflection

lht ' Sht lht *

Cm! E = C N! E
c
( )
" #$ ht%ht C L& )
ht ( S c +
,

= #$ ht%ht (C ) V
L&
ht
HT
50
 Downwash and Elasticity Also
Effect Elevator Sensitivity
2
)# !C L & , # Vtail & # !0 & #S &
+%$ !" E (' .
* ht - ref = S
(
= C L" E ) ref = S
(
= C L" E ) %
ref = Sht $ V ' $
N
( % 1/ (
!1 '
2elas % ht (
$ S '

51

Twin and Triple Vertical Tails

•! Increased tail area with no increase in vertical height
•! End-plate effect for horizontal tail improves effectiveness
•! Proximity to propeller slipstream

Consolidated B-24 North American B-25

Lockheed C-69
Fairchild-Republic A-10

52
 Ventral Fin Effects
Increase directional stability
Counter roll due to sideslip of the dorsal fin

LTV F8U-3 North American X-15

Learjet 60
Beechcraft 1900D

53

Vertical Tail Location and Size

North American P-51B

•! Analogous to horizontal tail volume

•! Effect on Dutch roll mode
•! Powerful rudder for spin recovery
–! Full-length rudder located behind the elevator
–! High horizontal tail so as not to block the flow over the rudder
•! Vertical Tail Volume: Typical value = 0.18
Curtiss SB2C

Svt lvt
VVT =
S b
Otto Koppen: “If they build more than one of these, they’re crazy!”
http://en.wikipedia.org/wiki/Otto_C._Koppen

54
Lateral-Directional Control Surfaces

Elevons

Rudder

55

Yawing Moment due to Rudder

Deflection
Side force coefficient variation due to rudder deflection

# "C & S
( )
CY! R
ref =S
!% Y (
$ "! R ' ref =S + ( )
= * C L) ,
vt - ref =Svt
. vt/vt vt
S
0CY = CY! R! R
Yawing moment coefficient variation due to rudder deflection

lvt +S l .
(C )
n! R
ref =S
( )
= " CY! R
ref =S b
( )
# " % C L$
&
'
vt ( ref =Svt
) vt*vt - vt vt 0
, S b/
= ") vt*vt %( C ) ' VVT
& L$
(vt ref =Svt
56
Rolling Moment due to Aileron
Deflection
L ! Cl " qSb • " A L A

For a trapezoidal planform, subsonic flow

" C L! % ( )
C La
3D 1) k
* 2
1) k 3 -
(C )l! A
3D
!$ ' ,
# C La & 2 D 1+ ( + 3
)
3
(1) ( ) /
.
y
k" , y = Inner edge of aileron, ( = Taper ratio
b2

Ayres Thrush
Crop Duster
57

Next Time:!
Aircraft Performance!
Reading:!
Flight Dynamics !
Aerodynamic Coefficients, 118-130!

Learning Objectives
Definitions of airspeed
Performance parameters
Steady cruising flight conditions
Breguet range equations
Optimize cruising flight for minimum thrust and power
Flight envelope

58
 Supplemental Material

59

HondaJet Videos

•! https://www.youtube.com/watch?
v=tchNTucoifY
•! https://www.youtube.com/watch?
v=uyrSWF2-0KI
60
Planform Effect on Center of Pressure
Variation with Mach Number

•! Straight Wing
–! Subsonic center of
pressure (c.p.) at ~1/4
mean aerodynamic
chord (m.a.c.)
–! Transonic-supersonic
c.p. at ~1/2 m.a.c.
•! Delta Wing
–! Subsonic-supersonic
c.p. at ~2/3 m.a.c.

61

Subsonic Pitching Coefficient

vs. Angle of Attack (0° < ! < 90°)

62
 Pitch Up
 and Deep Stall
•! Possibility of 2 stable equilibrium
(trim) points with same control setting
–! Low !
–! High !
•! High-angle trim is called deep stall
–! Low lift
–! High drag
•! Large control moment required to
regain low-angle trim

TU-154 Pitch Up Accident

http://www.youtube.com/watch?v=IpZ8YukAwwI&feature=related

BAC 1-11 Deep Stall Flight Testing Accident

http://en.wikipedia.org/wiki/BAC_One-Eleven
63

Pitch Up and Deep Stall, Cm vs.

•! Possibility of 2
stable equilibrium
(trim) points with
same control
setting
–! Low !
–! High !
•! High-angle trim is
called deep stall
–! Low lift
–! High drag
•! Large control
moment required to
regain low-angle
trim

64
 Sweep Effect on Pitch Moment
Coefficient, CL vs. Cm
•! !c/4 = 0
–! Low ! center of pressure
(c.p.) in front of the quarter
chord
–! Stable break at stall (c.p. Stall
Stall Stable Unstable
moves aft) Break Break
•! !c/4 = 15° CL(!)
–! Low ! c.p. aft of the quarter-
chord
–! Stable break at stall (c.p.
moves aft)
•! !c/4 = 30°
–! Low ! c.p. aft of the quarter- NACA TR-1339
chord
–! Unstable break at stall (c.p.
moves forward)
•! Outboard wing stalls before Cm(!)
tip stall
inboard wing ( ) 65

Pitch Up: Explanation of CL vs. Cm

Cross-plot
•! Crossplot CL vs. Cm to obtain plots such as those shown on previous slide
•! Positive break in Cm is due to forward movement of net center of pressure,
decreasing static margin

North American F-100

http://www.youtube.com/watch?v=mZL0x-gEDM8 66
 Shortal-Maggin
Longitudinal
Stability Boundary
for Swept Wings
•! Stable or unstable pitch AR
break at the stall
•! Stability boundary is
expressed as a function of
–! Aspect ratio
–! Sweep angle of the
quarter chord
–! Taper ratio

"c/4 NACA TR-1339

67

Horizontal Tail Location

•! Horizontal tail and elevator in wing
wake at selected angles of attack
•! Effectiveness of high-mounted elevator
is unaffected by wing wake at low to
moderate angle of attack
•! Effectiveness of low tail is unaffected by
wing wake at high angle of attack

68
Effects of Wing Aspect Ratio and
Sweep Angle
•! Lift slope
•! Pitching moment slope
•! Lift-to-drag ratio
•! All contribute to
–! Phugoid damping
–! Short period natural frequency and
damping
–! Roll damping

69

Effects of Wing Aspect Ratio

•! Neglecting air compressibility
•! Angles of attack below stall

Lift slope Pitching moment slope

" AR
C L!wing =
) $ Static Margin (%) '
# AR & ,
2
Cm! " #C L!total & )(
+1 + 1 + % . % 100
+* $ 2 (' .
-
Lift-to-drag ratio

L
C Ltotal (C Lo + C L" " )
total
D = C + !C 2 =
(
Do L )
total
#$C Do + ! C %& 2
L
total

Roll damping
Wing with taper Thin triangular wing

! ( "Cl )wing C L$wing & 1 + 3% ) " AR

(C )
l p̂
wing
=
! p̂
=# (
12 ' 1 + % *
+ (C ) l p̂
Wing
=!
32
70
 Propeller Effects

•! Slipstream over wing, tail, and fuselage

DeHavilland DH-2
–! Increased dynamic pressure
–! Swirl of flow DeHavilland DHC-6
–! Downwash and sidewash at the tail
•! DH-2 unstable with engine out
•! Single- and multi-engine effects
•! Design factors: fin offset (correct at one
airspeed only), c.m. offset
•! Propeller fin effect: Visualize lateral/
horizontal projections of the propeller Westland Wyvern
as forward surfaces
•! Counter-rotating propellers minimize
torque and swirl

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Jet Effects on Rigid-Body Motion

North American F-86 McDonnell Douglas F/A-18

•! Normal force at intake (analogous to propeller fin effect) (F-86)

•! Deflection of airflow past tail due to entrainment in exhaust (F/A-18)
•! Pitch and yaw damping due to internal exhaust flow
•! Angular momentum of rotating machinery
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 Loss of Engine
•! Loss of engine produces large yawing
(and sometimes rolling) moment(s),
requiring major application of controls
•! Engine-out training can be as
hazardous, especially during takeoff, for
both propeller and jet aircraft
•! Acute problem for general-aviation
pilots graduating from single-engine
aircraft

Learjet 60
Beechcraft Baron

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Configurational Cessna 337

Solutions to the
Engine-Out Problem
•! Engines on the centerline (Cessna
337 Skymaster)
•! More engines (B-36) Convair B-36
•! Cross-shafting of engines (V-22)
•! Large vertical tail (Boeing 737)

NASA TCV (Boeing 737)

Boeing/Bell V-22

74
Anatomy of a Cirrus Stall Accident

http://www.youtube.com/watch?v=7nm_hoHhbFo

75

Some Videos
XF-92A, 1948
http://www.youtube.com/watch?v=hVjaiMXvCTQ
First flight of B-58 Hustler, 1956

http://www.youtube.com/watch?v=saeejPWQTHw
Century series fighters, bombers, 1959

http://www.youtube.com/watch?v=WmseXJ7DV4c&feature=related

Bird of Prey, 1990s, and X-45, 2000s

http://www.youtube.com/watch?v=BMcuVhzCrX8&feature=related
YF-12A supersonic flight past the sun
http://www.youtube.com/watch?v=atItRcfFwgw&feature=related
Supersonic flight, sonic booms
http://www.youtube.com/watch?
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v=gWGLAAYdbbc&list=LP93BKTqpxbQU&index=1&feature=plcp