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Aero Static Stab 2 2017

This document discusses longitudinal static stability in aircraft. It introduces the basic condition that the pitching moment must decrease as angle of attack increases for static stability. It then derives alternative expressions for this condition and defines the aerodynamic centre. The document illustrates how a tail plane can be added to provide static stability by producing negative pitching moment. Finally, it defines the neutral point and static margin, showing that the centre of gravity must lie forward of the neutral point for static stability.

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VigneshVickey
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90 views12 pages

Aero Static Stab 2 2017

This document discusses longitudinal static stability in aircraft. It introduces the basic condition that the pitching moment must decrease as angle of attack increases for static stability. It then derives alternative expressions for this condition and defines the aerodynamic centre. The document illustrates how a tail plane can be added to provide static stability by producing negative pitching moment. Finally, it defines the neutral point and static margin, showing that the centre of gravity must lie forward of the neutral point for static stability.

Uploaded by

VigneshVickey
Copyright
© © All Rights Reserved
We take content rights seriously. If you suspect this is your content, claim it here.
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Download as PDF, TXT or read online on Scribd
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Aircraft Stability and Performance:

Longitudinal Static Stability - supporting maths

Dr. M. Turner
Longitudinal static stability
Basic condition for longitudinal static stability
 
dM dCM
<0 <0
dα dα
Longitudinal static stability - alternative expressions
◮ Non-dimensionalise stability condition
dM 1 dCM
= ρS c̄V 2 Pitching moment:
dα |2 {z } dα
>0 1
M= ρS c̄CM V 2
2
◮ Equivalent condition for stability is
Pitching moment
dCM coefficient
<0
dα
◮ But... CM

dCM dCM dCL (Mean chord length c̄)


=
dα dCL |{z}
dα
>0

Equivalent condition for static stability


dCM
<0
dCL
Aerodynamic Centre - simplified introduction
When a (2D) object travels through a fluid, the forces and
moments acting on that object can be accounted for by a net
aerodynamic force and an accompanying aerodynamic moment
applied at a single point

◮ Aerodynamic moment varies, depending on the point where the


force is chosen to act.
◮ For air foils...obvious choice is the centre of pressure (c.p.): point
where M = 0 (i.e. CM = 0)
◮ ...but M(α) varies as a function of α i.e. when α changes, M
changes. ⇒ location of centre of pressure changes when α changes.

L
AIR FOIL
F

c.p.
M
α
V M
Aerodynamic centre - simplified introduction
◮ Aerodynamic centre (a.c.): similar idea to c.p. but crucially M is not
a function of α
dCM dCM
= 0 or =0
dα dCL
(M= pitching moment, CM = pitching moment coefficient)
⇒ a.c. remains in same location regardless of angle of attack
⇒ Greatly simplifies analysis

Most aircraft: aerodynamic centre (a.c.) ≈ 0.25c̄ from leading


edge of wing.
Pitching moment - illustration

Assumptions
◮ T , D pass through c.g.,
c̄ mean chord length
a.c. and tail a.c
h0 c̄ distance from leading edge to a.c.
→ neglect moments due
hc̄ distance from leading edge to c.g.
to T and D.
lt distance from a.c. to tail
Lw (Lt ) Lift due to wings (tail) ◮ α is small
Mw (Mt ) Pitching moment due to wings (tail) → trig. terms simplify
substantially
Pitching moment - analysis without tailplane
◮ Assume Lt = Mt = 0 and take
moments around a.c

M = Mw + (h − h0 )c̄mg Lift due to wing:


= Mw + (h − h0 )c̄Lw 1
Lw = CLw ρSV 2
2
◮ Normalise with respect to 1/2ρSV 2 c̄
Pitching moment due to
CM = CMw + (h − h0 )CLw wing:

◮ Examine derivative 1
Mw = CMw ρSV 2 c̄
2
dCM
= (h − h0 ) > 0 (typically)
dCLw
◮ Aircraft is not statically stable!

We have discovered the reason why most aircraft typically have tail planes!
Adding the tail plane

When measured w.r.t. n.l.l:


◮ Triangle BCD: θ + ǫ + αt = 180
◮ Triangle ACE: θ + α + ηt = 180 CLw = CLw α α
◮ Hence: αt = α + ηt − ǫ CLt = CLtαt αt

αt tail plane incidence


ηt tail plane setting angle
ǫ downwash angle
Adding the tail plane
◮ Basic idea: express tail plane lift coefficient (CLt ) as a function of
wing lift coefficient, CLw
◮ Note: downwash angle expressed as a function of wing incidence:
dǫ
ǫ=α
dα
◮ Hence  
dǫ
αt = 1 − α + ηt
dα
◮ Recalling that CLw = CLw α α:
 
CLw dǫ
αt = 1− + ηt
CLw α dα
◮ Now recalling CLt = CLtαt αt :
 
CLtαt dǫ
CLt = 1− CLw + CLtαt ηt
CLw α dα
Pitching moment - analysis including tailplane
◮ Take moments around wing a.c

M = Mw + (h − h0 )c̄Lw + Mt − lt Lt

◮ Normalise with respect to 1/2ρSV 2 c̄

Mt 1/2ρlt St V 2 CLt
CM =CMw + (h − h0 )CLw + 2
−
1/2ρS c̄V 1/2ρSV 2 c̄
St lt
=CMw + (h − h0 )CLw + CMt − CLt
S c̄    
St lt CLtαt dǫ
=CMw + (h − h0 )CLw + CMt − 1− CLw + CLαt ηt
S c̄ CLw α dα

◮ Define tail plane volume coefficient V̄t = lt St /S c̄ and differentiate


w.r.t. CLw
 
dCM CLtαt dǫ
= (h − h0 ) − V̄t 1−
dCLw CLw α dα
dǫ CLαt
◮ Thus: 1 − dα > 0 and V̄t CLα sufficiently large ⇒ static stability
Static margins
Neutral point (hn ): position which, if c.g. were placed here, would
give neutral static stability
dCM dCM
◮ For neutral static stability: dCL ≈ dCLw = 0. Hence neutral point is:
 
CLtαt dǫ
hn := h0 + V̄t 1−
CLw α dα
◮ Using definition of neutral point, condition for static stability can be
expressed:
dCM
= h − hn < 0 ⇔ Hn := hn − h > 0
dCL
◮ Hn is the static stability margin: hn > h for stability
Static margins

◮ For static stability: c.g. must lie forward of neutral point


◮ Main reason for tail plane is not lift - it is static stability

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