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Slide 1 - Aircraft Stability and Control AE 1350 Lecture Notes #11
Slide 2 - We will study What do we mean by aircraft stability and control? Static and Dynamic Stability Longitudinal, lateral and roll stability Necessary Conditions for Longitudinal stability Stability Margin Relaxed Stability Margin
Slide 3 - A system is said to be stable if it can recover from small disturbances that affect its operation. A cone resting on its base is stable. Unstable Neutrally stable. Assumes new position caused by the disturbance.
Slide 4 - An aircraft is subjected to some disturbance, say a gust, a cross wind or turbulence Unexpected Gust Will it recover automatically, without pilot’s intervention, and resume its original direction of flight? If so, the aircraft is longitudinally stable. Freestream
Slide 5 - Longitudinal Static Stability Time Alpha Aircraft is in steady level flight Gust pitches the nose up The initial tendency of the vehicle is to bring the nose down. If so, The aircraft is statically stable. Alpha Time The initial tendency of the vehicle is to bring the nose up. If so, The aircraft is statically unstable.
Slide 6 - Aircraft may be statically unstable, but dynamically stable Initial tendency may be to pitch the nose up Statically unstable. Over a long period, vehicle recovers. Dynamically stable.
Slide 7 - Aircraft may be statically and dynamically stable Initial tendency and long-term tendency both are to recover from a gust or disturbance Gust pitches nose up
Slide 8 - Aircraft may be dynamically unstable
Slide 9 - Condition for Static Stability L Aircraft c.g. (center of Gravity) + dL The gust generates a small clockwise Moment about c.g. dM, and a small positive additional lift dL. For static stability, if dL is positive (upward gust), dM must be negative, causing the nose to drop. Otherwise the wing will pitch up further increasing lift. dM/dL must be negative for static stability.
Slide 10 - Nondimensionalization Lift and pitching moment M are usually non-dimensionalized. L is divided by [1/2 r V2 S] to yield CL M is divided by [1/2 r V 2 S c] to yield CM Here c is a reference length, e.g. average chord. From the previous slide, dM/dL must be negative for static stability. In nondimensional form, dCM/dCL must be negative for static stability. The quantity -dCM/dCL is called the static stability margin. Notice the negative sign. The more positive it is, the more longitudinally stable the aircraft.
Slide 11 - How can a Designer Ensure Longitudinal Static stability? Aircraft c.g. Lift Rule #1 : Place the c.g. as far forward as possible. This will cause the nose to drop, if lift increases due to a gust, reducing a, and lift. The opposite will occur if there is downward gust.
Slide 12 - How can a Designer Ensure Longitudinal Static stability? Aircraft c.g. Tail Lift Rule #2 : Place the horizontal tail as far aft as possible. This will cause the nose to drop, if there is a vertical gust, reducing a, and lift. The opposite will occur if there is downward gust. A canard is a tail upstream of the c.g., statically unstable!
Slide 13 - The price paid for a large static stability margin The aircraft may become sluggish, hard to maneuver. The tail will resist the pilot’s attempt to change the aircraft “angle of attack.” A large tail adds to aircraft weight, and cost. A smaller tail will require a long fuselage(“ a long enough crowbar!”) to generate enough of a pitching moment to bring the nose up or down. Tail generates drag, including wave drag!
Slide 14 - Horizontal Tail in Steady Level Flight needs to produce a download to balance all moments. Aircraft c.g. Tail Lift The wing produces a counterclockwise moment about the c.g. The tail will have to produce a clockwise moment about the c.g. These two moments (I.e. force times distance) must roughly balance. The wing has to generate enough lift to overcome the weight + Tail lift
Slide 15 - Relaxed Static Stability For improved maneuverability, some fighter aircraft sacrifice the static stability margin. Some fighter aircraft are statically unstable. Their nose will continue to pitch up, the lift will continue to go up when a upward gust is encountered. Result: A/C will stall, flip over. These aircraft must be actively controlled by the pilot, or an onboard computer. Redundant computer systems are present in case a computer based flight control fails.
Slide 16 - Directional Stability A cross wind may cause the nose to rotate about the vertical axis, changing the flight direction. The vertical tail behaves like a wing at an angle of attack, producing a side force, rotates the aircraft to its original direction. All of this occurs without pilot action or intervention. Freestream comes from pilot’s right side, due to cross wind. It causes nose to rotate to left viewed from the top. The force on the tail causes the aircraft to rotate back to original direction.
Slide 17 - Why twin tail? Some fighter aircraft have twin tails. Each of the tails may be small, reducing radar cross section. Alternatively, twice the surface means twice the amount of side force that can be generated, giving good directional control. Disadvantage: Cost of manufacturing, weight go up.
Slide 18 - Lateral Stability It is the ability of the aircraft to recover from a roll without pilot’s intervention. If the wing is tilted upwards from root to tip, it has a dihedral. Dihedral is good for lateral stability.
Slide 19 - Anhedral If the wing dips down from root to tip, it has an anhedral. Anhedral is bad for lateral stability.
Slide 20 - What happens when the aircraft undergo a roll? Lift Lift A portion of the lift is pointed sideways. The vehicle moves laterally. This is called sideslip.
Slide 21 - During sideslip, a relative wind flows from right to left This wind has a component normal to the wing on the right, viewing from the front. This is an upwash. The upwash increases lift on the right wing. A downwash occurs on the left wing, reducing lift. As a result, the aircraft rights itself, and recovers from the roll.
 

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