An Introduction to the Longitudinal Static Stability of by F. G. Irving

By F. G. Irving

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Extra resources for An Introduction to the Longitudinal Static Stability of Low-Speed Aircraft

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CHAPTER 4 General Stability Considerations As THE previous chapter implies, a consideration of the overall balance of forces and moments acting on a conventional aeroplane is facilitated by considering separately those due to the tail and those due to the rest of the aeroplane. Whilst the latter are largely influenced by the wing, other parts such as the fuselage and engine nacelles shift the aerodynamic centre (usually forwards), modify the lift-curve slope (usually an increase) and alter CMo (usually more negative).

From Fig. 2 and the definitions of the various angles, the tailplane incidence will be αΓ = α — ε + ητ. Zero Lift Lineof Air craft-less-Tail (ZLL) Mainstream Direction Parallel to ZLL.

2, CMc is only zero at the lift coefficient corresponding to point A. At the particular elevator setting considered, the CONDITIONS FOR STATIC STABILITY 29 aeroplane would fly in trim at this lift coefficient, and hence at the corresponding equivalent airspeed given by eqn. 3). Suppose now that a disturbance occurs so that the lift coefficient increases to that corresponding to point B. The disturbance might obviously be an increase of incidence due to, say, an up-gust. In FIG. 2. Pitching moment coefficient curve for a statically stable aeroplane.

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