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Module 8 Aerodynamic

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Phluddent CAROLLOUS CHE GUEVARA
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37 views95 pages

Module 8 Aerodynamic

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Phluddent CAROLLOUS CHE GUEVARA
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© All Rights Reserved
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ie Aviation AUSTRALIA ©Copyright 2006 i Subject B-8; Aero dynam fi Topic 8.1: Atmosphere and Airspeed a Aviation — ximospere - COMPOSITION © copyright 2006 Argon,CO*%, and other gases-1% Chart Oxygen 21% Proportions of gases in the atmosphere. Molecules mixed in this proportion make Nitrogen 78% up the gas we call ‘air’. Air is a viscous fluid offering a resistance to flow, which creates aerodynamic force C Aiviation _ pimosprere - COMPOSITION © copyngnt 2006 The atmosphere is classified into regions based on the variation of a Tremosprere temperature with altitude. Mesosphere + Troposphere siliabii + Tropopause + Stratosphere Tropopause + Mesosphere Tropespnere * Thermosphere (lonosphere) Aircraft fly only in the Troposphere and the lowest part of the Stratosphere. Civil aircraft would rarely exceed altitudes of 45 000 ft (nearly 14 km). a5 nen @ sans Avlalian -erects oF ALTITUDE TEMPERATURE ©Copyright 2006 pes rien CmoOonmonow ate tary 2088 Air temperature undergoes considerable change as altitude increases. Troposphere Gradual temperature decrease Tropopause Temperature approx constant Stratosphere Gradual temperature increase Mesosphere Gradual temperature decrease Thermosphere (ionosphere) Rapid temperature increase e sas Aviation EFFECTS OF ALTITUDE AUSTRALIA SCopynght 2006 apes eae Pressure sore 2 : 8 5 s 8 & o 10 20 30 40 50 60 70 ALTITUDE x 1000 FT Atmospheric pressure decreases with an increase in altitude. ie dan 2008 Rawiin't e sa se Aviation EFFECTS OF ALTITUDE ON ALTA compan soe TEMPERATURE sore 3 cS & = : 2 oe 10 20 30 40 50 ALTITUDE x 1000 FT The decline in air temperature abruptly ceases at 36,000 feet. This region is known as the TROPOPAUSE ts ataey 2208 Rawiin't e a? C Aviation EFFECTS OF ALTITUDE cea TEMPERATURE/DENSITY © copyngnt 2006 In the troposphere, the air is warmest when it is nearest the surface of the Earth and cools with increasing altitude. Likewise, air is compressed, or dense, when it is closest to the ground and becomes less dense with increasing altitude. Aircraft and Engine performance is decreased if temperature increases -canaeren iio @ sans | C Aviation DENSITY ©copyright 2006 Density is a measure of the molecular weight of a given volume of a substance (mass/volume). Three factors affect air density: 1. Altitude — as altitude increases, density decreases due to decreased atmospheric pressure; 2. Temperature — as temperature increases, density decreases due to the volume of air expanding; 3. Humidity — as humidity increases, density decreases due to a decreased molecular weight in a given volume (relatively lighter water vapour molecules displace oxygen, nitrogen etc. molecules). . aces cao sens e Aviation DENSITY This Level AUSTRALIA Sconnerantes aes 99.9% of 164,000 — Mass Below | EFFECT OF ALTITUDE The atmosphere is dense near the surface of the Earth and gradually becomes more rarified with altitude. Half of all air molecule mass is found below 18,000 feet altitude. 9 — @ sam C Aviation DENSITY ss cove singe As its temperature rises, the molecules of a substance move faster. Any gas will obey the universal gas laws whereby an increase in temperature causes an expansion. The expansion of a gas, if itis not in a restricted space, will cause a decrease in density. At any level, a variation of temperature will change the density at that level. 5 > : Hl ‘ ia ate tary 2088 shane 11 Aviation DENSITY AUSTRALIA © copyngnt 2006 scoiproms =< pct seroapnee ant {if /), . I) i 7 Greater SPEED ] ANO DISTANCE ; "_eor wv LESS OISTANCE u nigh ALTITUDE ‘ ° LESS OENSITY LOW ALTITUDE (GREATER DENSITY The effect of air density on an aircraft in flight At high altitude (less air density), a greater speed and distance can be achieved because of reduced resistance (drag). ate tary 2088 Ravin t Se siais 12 Aviation EFFECTS OF HUMIDITY ©Copyright 2006 DRY AIR HUMID AIR CT xx wie ox sree Humidity is a measure of the moisture saturation of air. Water molecules displace air molecules. Humidity can be stated as: Absolute — the actual amount of water vapour in the air. Relative — the % compared to fully saturated air. ts ataey 2208 Rawiin't e shai Ma 13 | Aviation DALTON’S LAW ©copyright 2006 Ache 21% 78% OXYGEN NITROGEN OTHER GASES ATMOSPHERE The sum of the partial pressures of At higher altitudes there is less all components of the atmosphere oxygen and breathing becomes will equal the local atmospheric difficult. pressure. satay 208 Ravin t Se siaine 4 | Aviation INTERNATIONAL STANDARD | AUSTRALIA ATMOSPHERE (ISA) © copyngnt 2006 Changes in atmosphere affect: * engine ground running * component adjustment + instrument monitoring & adjustment + application of surface finishes An ISA ‘standard day’ at SEA LEVEL is: Temperature: 15° C Barometric Pressure: 1013.25 mB Humidity: 0% Rein 3 e shai 15 C Aviation ISA PRESSURE © Copynght 2006 Sees pct seroapnee ant Atmospheric pressure is the weight of the air vacuum above a place spread over its area (P = F/A) | 29.92" => (760 mm) | | This force supports a column of Mercury 760mm Comm, high in an evacuated tube (Barometer) NORMAL ATMOSPHERIC PRESSURE AT SEA LEVEL ne) Pee Shown ABOVE, is ISA Standard pressure as measured by varying conventions. ts ataey 2208 Rawat e shai Ma 16 Aviation ISA TEMPERATURE AUSTRALIA ©Copyright 2006 Kelvin Celsius Fahrenheit Scale Scale Scale Boiling Water 212°F ISA Ice point Absolute Zero -273°C — -460°F ISA comparison for Kelvin, Celsius and Fahrenheit scales. ts ataey 2208 Rawiin't e ska a 17 Aviation ‘et, THRUST, WEIGHT & DRAG ©Copyright 2008 Siete seamen eect hence Aircraft flight is controlled by adjusting the relationship between the four forces of: Lift is the component of the aerodynamic reaction perpendicular to the relative airflow Weight teen Jarory 7 ot nee Aviation BERNOULLI’S THEOREM ©Copyright 2008 The Swiss physicist, Daniel Bernoulli, studied the effects of moving fluids. He used a tube with a throat, the venturi, to experiment with changing static and dynamic pressures. VELOCITY PRESSURE VELOCITY VELOCITY PRESSURE PRESSURE Aviation AUSTRALIA THE VENTURI EFFECT ©Copyright 2008 ero Noea [erect karen tC AEROFOIL An extension of Bernoulli's Theorem is the basis of how some of the lift is generated by aircraft wings, propellers and helicopter rotor blades. The top of the wing roughly approximates to half of a venturi. The air passing over the top surface of the wing moves at a higher velocity. The higher velocity causes a decreased pressure, and the pressure difference between upper and lower wing surfaces contributes to the force known as ‘lift’. Note: The ‘leading edges’ of wings experience total pressure, not dynamic pressure only. lenin Saray 2008 einen 1 e nee Aviation CAMBER _. ©copyright 2008 somgeane UPPER & LOWER CAMBER LOWER CAMBER The curvature of an aerofoil above and below the chord line surface. An aerofoil is often described as having an UPPER and LOWER camber. a Aviation MEAN CAMBER AUSTRALIA ©Copyright 2006 The mean camber line is made by joining all the centre points across the chord between the leading edge and trailing edge. 7 = Aviation AUSTRALIA ©Copyright 2006 TRAILING EDGE The airfoil chord, is an imaginary line which passes through an aerofoil or wing section, taken straight from the centre of the leading edge to the trailing edge. e Aviation ASPECT RATIO ©Copyright 2006 LOW ASPECT RATIO MEDIUM ASPECT RATIO —————— HIGH ASPECT RATIO AR = Wing span ASPECT RATIO is the span of the wing, wingtip Chord to wingtip, divided by its average chord. High aspect ratio wings induce less drag than low aspect ratio wings of the same area, but are less manoeuvrable. iu samy 008 C Alivia lian wean xcRODYNAMIC CHORD (MAC) ©Copyright 2006 evapo Toxic 82 hoc ce All these wings taper in chord length from root to tip. There will be a mean chord between these two values. MEDIUM ASPECT RATIO One way to define the MAC is to add root —— chord to tip chord, and divide by 2. HIGH ASPECT RATIO 7“ Aviatio AUSTRALIA ©Copyright 206 Longitudinal Axis THREE AXIS OF FLIGHT sare Taek 7 heosramice Motion Axis (about) Control Stability Pitch Lateral Elevator Tailplane Roll Longitudinal Ailerons Wings Yaw Vertical Rudder Lateral Axis PITCH C Aviation ANGLE OF INCIDENCE ©Copyright 2006 LONGITUDINAL WING CHORD LINE This is the acute angle which the wing chord makes with the longitudinal axis of the aircraft, when the wing is attached to fuselage PA Aviation FINENESS RATIO AUSTRALIA ©Copyright 2006 LENGTH | Te LENGTH BREADTH FINENESS RATIO The fineness ratio is a measure of the thickness of the airfoil. There is also a thickness ratio t/c where t is breadth and c is the length e Aviation WING PLANFORMS ©Copyright 2006 re Taek 7 heosramice Planform refers to the shape of the airplanes wing when viewed from above or below Elliptical is most efficient Rectangular is the cheapest to build Tapered is a compromise Sweepback is for high speed e side Me 16 aw Aviation GENERATION OF FORCE AUSTRALIA ©Copyright 2006 TOTAL AERODYNAMIC REACTION leet ao en The flow of air around the airfoil shape creates an aerodynamic force Aerodynamic force increases proportionally to the square of the flow speed 2 faviation pressure & ANGLE OF ATTACK ©Copyright 2006 TOTAL AERODYNAMIC FORCE The angle of attack is between the relative airflow and airfoil chord. The angle of attack will determine the airfoil centre of pressure (CP). Increasing the angle of attack moves the CP forwards to about 25% of chord, until the stall when it moves back quickly. At high speeds the CP is nearer 50% of chord Rawiin't aw Aviation RELATIVE AIRFLOW AUSTRALIA ©Copyright 2006 RELATIVE AIRFLOW MOVEMENT OF AIRF: THROUGH THE AIR \ a Aviatior COANDA EFFECT ©Copyright 206 Viscosity is defined as a fluid’s resistance to flow. One of the consequences of this is the tendency of a viscous fluid to follow a reasonable curvature. The water follows the surface The flow remains attached as of the spoon, an example of opposed to separated the Coanda effect. For example, the back of a spoon (left), or the top surface of a wing a Aviation FREE STREAM AIRFLOW AUSTRALIA ©Copyright 2006 FREE STREAM AIRFLOW STREAMLINES The free stream airflow around a shape is the clean flow, distant enough to be unaffected, and does not change direction. Aviation FREE STREAM AIRFLOW ©Copyright 2006 Took occas Sune The amount of free stream air is directly relative to the resistance applied to the airflow (DRAG). Resistance 100% Resistance creates turbulence. The greater the resistance the greater the turbulence, therefore the further the locality of the free stream air. Resistance 50% C Aviation FREE STREAM AIRFLOW © The amount of drag depends on when the airflow separates The airflow around the ball has remained attached for longer Resistance 50% a Aviation BOUNDARY LAYER ©Copyright 2006 FULL VELOCITY OF AIRFLOW re THICKNESS OF BOUNDARY LAYER This is the layer of air next to the surface of an airfoil where the velocity is slowed by friction due to the air’s viscosity. C Aviation | aminar & TURBULENT FLOW _. ©Copyright 2006 uel Laminar flow is flow over a surface in smooth layers and particles do not go from layer to layer. Turbulent flow is random or unsteady flow, creating eddies TRANSITION POINT — LAMINAR TO TURBULENT FLOW True Laminar Flow Wing Laminar flow creates less TRANSITION POINT — LAMINAR drag, but separates earlier TO TURBULENT FLOW “Ordinary” Wing Turbulent flow, creates more drag but is less prone to separation e shai s 25 Cc Aviation Ae Upper and lower layers eventually separate just before the TE and merge to form the wake. C Aviation PRESSURE DISTRIBUTION OCopyngnt 2006 a=12° => is" (stalleay The upper surface is experiencing the venturi effect whilst the lower is changing the direction of the flow. (Momentum change) The Total Aerodynamic Reaction is the vector sum of the red arrows in the above diagrams MT Aviation STAGNATION POINT AUSTRALIA ©Copyright 2006 STAGNATION POINT PRESSURE Thaponeatwhicn or DISTRIBUTION the airflow strikes the airfoil | The stagnation point is the first point of contact of relative airflow, or, the point on the leading edge of an airfoil where the airflow divides, some going over the surface and some going below. C Aviation THE LIFT EQUATION L=1pV’SC, ©Copyright 2006 Lis lift p is air density Vis the true airspeed TAS Sis the wing area C, is the lift coefficient (dimensionless) and represents changes in AoA and camber. 2p Is dynamic pressure, and is used to derive the quantity Indicated Airspeed. IAS This shows the aircrew just how much aerodynamic force is available in a particular situation. At sea level, IAS = TAS but as altitude and density decrease the actual airspeed TAS has to become greater than IAS to achieve the same effect. C Aviation LIFT COEFFICIENT ©copyright 2006 ORDINARY ANGLES OF FLIGHT cP ya i _ LIFT CO-EFFICIENT ANGLE OF ATTACK The coefficient of lift is a measure of the contribution to lift from the angle of attack and the camber, and shown graphically. ¢ Aviation PARASITE/PROFILE DRAG ©copyright 2006 PARASITE DRAG includes all drag created by the aircraft, except the drag directly associated with the production of lift. It is normally divided into three types: + Form Drag is created by any structure which protrudes into the relative airflow. The amount of drag created is related to both the size and shape of the structure. Skin Friction Drag is caused by the roughness of the aircraft surfaces. A thin layer of air clings to the rough surfaces and creates small eddies which contributes to drag. Interference Drag occurs when varied currents over an aircraft meet and interact. E.g. the mixing of the air where the wing and the fuselage join. Each type of parasite drag varies with the speed of the aircraft. The combined effect of all parasite drag varies proportionately to the square of the aircraft speed. le. If airspeed is doubled, parasite drag increases by a factor of four. C favialian pprasiteiPROFILe DRAG ©Copyright 2006 Form Drag is related to frontal area Skin Friction Drag is created in the boundary layer by the roughness of the aircraft surfaces. Interference Drag is due to the mixing of the air where the wing and the fuselage join. Parasite drag varies proportionately to the square of the aircraft speed. If airspeed is doubled, parasite drag increases by a factor of four. e siaie se Aviation INDUCED DRAG OCopynght 2006 High pressure air joins low pressure airat the trailing edge of the wing and wingtips. As airspeed increases INDUCED DRAG decreases because the AoA is reduced. — The downwash increases As airspeed increases, Parasite drag, i-e- FORM DRAG and SKIN FRICTION, increases. This is the part of the total drag which is caused by the same dynamic factors that create lift. Vortices are formed whose strength depend on the angle of attack. eeut ateary 200 e C Avigtion VORTICES ight 2006 oo VORTICES gor a _ Aviation VORTICES ©Copyright 2006 sevorenes Taek 7 heosramice Wingtip vortices are caused by the higher pressure air beneath the wing leaking around the wingtip and mixing with the low pressure air above the wing Vortices are not turbulent, they are stable and predictable. However they are the main constituent of “Wake Turbulence” Rawat Cc Aviation DRAG CURVE AUSTRALIA ©Copyright 2006 At low speeds, induced drag is high areifers] due to the large =S vortices created at high AoA’s. Dy —_——Parasite Drag At high speeds, parasite drag dominates. induced Drag Total Drag starts high, decreases to a minimum, then increases towards the aircraft’s maximum speed. Aviation STALL AUSTRALIA 2006 Sune OCopyrignt Aareagrames A stall is caused by the separation of airflow from the wings upper surface. te This results in a rapid decrease in lift. For a given aircraft, a stall always occurs at the same angle of attack, regardless of airspeed, flight attitude or weight. This is the stalling or critical angle of attack. To recover from a stall, smooth airflow must be restored. To do this the angle of attack must be decreased to a point below the stalling or critical angle of attack. enue teary 200 Pewsen t es “Avintion AUSTRALIA 7“ Aviation AUSTRALIA ©Copyright 2006 suisse Taek 7 heosramice When the airflow separates from the upper surface of an airfoil, it becomes turbulent, decreasing the amount of lift and increasing drag. SEPARATION POINTS o a a rere ae WAKE SEPARATION POINT MOVES 2 = 5° height. > SS = 2 — 5 LARGE TURBULENT WAKE. REDUCED LIFT & LARGE PRESSURE DRAG a Aviation ~ AUSTRALIA ©copyright 2006 A Stall is an aerodynamic condition in which, at a critical angle of attack, the smooth flow of air has separated from the upper surface of an airfoil, the flow is turbulent, which suddenly decreases the amount of lift and increases drag. Airflow separates The stall always occurs at the same angle of attack for a specific Aircraft loses height. airfoil BUT can happen at any speed. Flow is attached Wing stalls C Aviation rect ON LOAD FACTOR OF ANGLE OF AUSTRALIA BANK ©Copyright 2006 As angle of bank increases, the total lift to achieve the turn rate required without losing altitude or speed must be increased by the pilot increasing the angle of attack. This will increase the Load Factor, and the aircraft pulls more ‘g’ Total Vertcal Lift Component LOAD FACTOR = TOTAL LIFT WEIGHT . Centrifugal Force At 60° of bank the lift is doubled and the load factor is 2. The stall speed also increases. Weight Resultant Load asin e sian 4 AAvta liane ances iN WEIGHT and STALL SPEED OCopynght 2006 Suet 0 Beradpomce Tepe 3 Teac ot FH Weight With increases in weight there must be compensation. This is achieved by increasing the angle of attack, this increase in angle of attack in turn increases the total lift of the aircraft. The reverse is true also with the loss of weight. Increased weight increases stall speed. wen a: os C Aviation “g” LIMIT ©copyright 2005 snes Beradpomce Tepe 3 Teac ot Fa As load factor increases, the stress on the airframe increases. All aircraft will have “g” limit to avoid damage. It is also possible that a particular aircraft could be designed to reach its Critical Angle and stall before it reaches a dangerous load factor. Another structural limitation is Gross Weight. There will always be a maximum weight above which the wings cannot provide enough lift for safe flight. a Aviation HIGH LIFT DEVICES - FLAPS AUSTRALIA ©Copyright 2006 Trailing edge flaps are designed to increase the lift of the wing (Lift Augmentation) and decrease the stall speed, which in turn allows the aircraft to fly at reduced speed while maintaining sufficient control. Plain flap, increases the wings effective camber and changes the wings chord line. Split flap, increases lift but produces greater drag than the plain flap due to the turbulence produced. a Aviation HIGH LIFT DEVICES - FLAPS AUSTRALIA ©Copyright 2006 Slotted flap similar to plain flap but also allows a portion of high pressure air from beneath the wing to travel through the slot, which increases the velocity of air over the flap delaying separation. Fowler flap when extended moves rearward as well as downward which increases wing area as well as camber and chord line. FOWLER a Aviation Wich Lirt DEVICES - FLAPS ~ AUSTRALIA © copyngnt 2006 serederarice Tepes omy os Fa Flaps are designed to increase the lift of the wing and decrease the stall speed, which in turn allows the aircraft to fly at reduced speed while maintaining sufficient control. Used mainly to reduce Take-off and Landing speeds and runway lengths required. 74 Aviation wich wrt vevices - stats ©copyright 2006 A portion of the wing leading edge mounted on tracks which can extend outwards and create a duct to direct high energy air over the upper surface Delays the separation to a higher angle of attack. Some are actuated automatically by using the low pressure just behind the leading edge. Others are operated by either hydraulic or electric actuators. aE _ SLAT RETRACTED ——aaE C Aviation HIGH LIFT DEVICES - LEADING EDGE AUSTRALIA einen FLAPS VARIABLE CAMBER LEADING FOGE FLAPS ‘SCHEMATIC EXTENO STOP DRIVE ARM (MAX) The leading edge of the wing deflects downward to increase the camber and area. These leading edge flaps are electrically or hydraulically actuated and are used in conjunction with trailing edge flaps. STOP (MAX) RETRACT STOP (ADJUSTABLE) LEADING EDGE FLAP SETS 1-3 C Aviation HIGH LIFT DEVICES ©Copyright 2006 Lift Curves with Flaps down and Slats out The graph shows the effect of, + Trailing-edge flaps. FLAPS “DOWN” + Leading-edge slat. SLAT “OUT”, + Flaps and leading-edge slat. po FLAPS “DOWN” Cc atars FLAPS “UP” L SLAT “OUT” FLAPS “UP™ SLAT “IN” a Aviation HIGH LIFT DEVICES - SLOTS AUSTRALIA © Copyright 2006 Suge Beradpomce Tepe Shae Fp Stalls occur when the angle of attack becomes so great that the airflow separates from the surface. A slot in the leading edge of the wing is simply a duct to direct airflow from below the wing over the upper surface, delaying the separation. Slots can be placed ahead of the aileron to keep the outer portion of the wing flying after the root has stalled. _wING Ca AILERON a Aviation THREE AXIS OF FLIGHT AUSTRALIA ©copyright 200. Longitudinal axis Motion Axis Control | Stability (about) Pitch Lateral Elevator | Tailplane Roll Longitudinal | Ailerons | Wings Yaw Vertical Rudder Fin Lateral axis Lateral As PITCH MT Aviation CENTRE OF GRAVITY AUSTRALIA Copyright 2006 Sune Bt fered pe 84 gtr subtty ane rare The centre of gravity (Addrev: CG) is a point within an aircraft through which all the weight acts C Aviation CENTRE OF GRAVITY © Copynght 2006 The centre of gravity (Addrev: CG) is a point within an aircraft through which all the weight acts C Aviation CENTRE OF GRAVITY © Copynght 2006 The centre of gravity (Addrev: CG) is a point within an aircraft through which all the weight acts Aviation CENTRE OF GRAVITY © copyngnt 2006 seas pe 84 gtr subtty ane rare The centre of gravity (Addrev: CG) is a point within an aircraft through which all the weight acts There is a range of acceptable CG positions between a Forward limit and an Aft limit. This will ensure the aircraft remains controllable without becoming Tail heavy or Nose heavy. Avra €f0n positive STATIC/DYNAMIC STABILITY ©copyright 2006 sacar pe 84 gtr subtty ane rare Positive STATIC Stability is a measure of an aircraft's INITIAL tendency to return to its original attitude after displacement. An aircraft which returns to its original attitude through a series of decreasing OSCILLATIONS shows Positive DYNAMIC Stability. Avia E101 yecatwe STATICIDYNAMIC STABILITY OCopynght 2006 A tendency to INITIALLY move farther away from the original attitude following a disturbance is Negative Static Stability. If you find the oscillations increasing in magnitude as time progresses, Negative Dynamic Stability is shown C Avia ETOP NEUTRAL STATICIDYNAMIC STABILITY © Copynght 2006 Neutral Dynamic Stability is indicated if the aircraft attempts to return to its original state of equilibrium, but the oscillations neither increase nor decrease. a Aviation LONGITUDINAL STABILITY ©Copyright 2006 The longitudinal , or pitch, stability of an aircraft determines its ability to be trimmed to fly “hands-off” at any airspeed, or recover from a disturbance in pitch. Longitudinal stability is provided by the tailplane or horizontal stabiliser and also depends on the position of the CG a Aviation LATERAL STABILITY AUSTRALIA ©Copyright 2006 Stability about an aircraft's longitudinal axis, which extends nose to tail, is called Lateral Stability, and is provided by the wings. The most common design for Lateral Stability is known as wing dihedral, the angle at which an aircraft's main plane or tail plane is inclined up to the lateral axis. ts ataey 2208 C Aviation SWEEPBACK ©Copyright 2006 A wing is swept when the leading edge of the wing angles backward or forward from the fuselage. C Aviation LATERAL / ROLL STABILITY ©Copyright 2006 When a dihedral or swept wing aircraft drops, it sideslips. and the AoA for the lower wing increases, Relative airflow Increasing the angle of attack increases lift, and the wings return to level flight. a, Aviation LATERAL / ROLL STABILITY AUSTRALIA ©Copyright 2006 ered Tepe 84 rote subtty an ‘Spans High wing positioning exaggerates the shielding of the upper wing from the relative airflow that occurs during sideslip. As before, lower wing has more lift than upper, so aircraft tries to roll level. eeut ateary 200 Pewscnt es C Aviation DIRECTIONAL STABILITY ©copyright 2006 Stability about the vertical axis is called directional stability An aircraft must have more surface area behind the CG than in front. Vertical axis | This arrangement helps keep the plane aligned with the relative airflow. C Aviation DIRECTIONAL STABILITY © Copyright 2006 When an airplane is flying straight into relative airflow , air strikes both sides of the sm» vertical fin evenly and there is no side When a wind gust causes the nose to yaw to the right, air strikes the left side of the vertical fin to create an aerodynamic force that yaws the tail back to the right. Aviation \‘ATERAL/ DIRECTIONAL DYNAMIC AUSTRALIA cua STABILITY Sunes Bt fered Tepe 84 rote subtty an rare Two modes are possible; Dutch Roll and Spiral Instability Dutch roll is a complex oscillation combining roll and yaw which can be unstable (gets worse) Spiral Instability is a result of negative static stability in roll and yaw The aircraft continues to roll and yaw after a disturbance and spirals into a dive A Yaw Damper is an example of an active stability system used to increase the natural (passive) stability, and reduce Dutch roll. a Aviation STABILITY ©copyght 2006 1. A conventional aeroplane relies on a downforce from the tail for balance or “trim” Then Lift required actually equals weight plus this down force. A foreplane or “canard” provides a more efficient alternative as long as the aircraft stall behaviour is acceptable. CANARD STABILISER wialion ACTIVE STABILITY AUSTRALIA ©Copyright 2006 FLY BY WIRE FBW aircraft connect the control surfaces to the cockpit controls using electrical wiring, instead of the conventional push-pull rods etc. State of the art modern aircraft insert computers programmed with all the desired flight characteristics, and the flight controls can be used to augment the natural stability of the aircraft. ( Active stability)

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