By F. G. Irving
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Additional resources for An Introduction to the Longitudinal Static Stability of Low-Speed Aircraft
But they are in fact related to quite real aspects of the process of controlling the aeroplane, as will be shown later. Stick-fixed Stability It follows from the above definition that the static margin is to be found subject to the condition that η and β are both constant. Since the general expression for the tail lift coefficient is, from eqn. e. *. = —^Ί η = const. β = const. ■ (5-2) The value of g given by putting aT = a± in eqn. e. F = ^aMl-p). 3) y J S a\ docj From eqn. 4) STICK-FIXED AND STICK-FREE STABILITY 47 and the stick-fixed neutral point, from eqn.
Forces and moments acting on a conventional aeroplane in steady level flight. Now the moment Μ0τ is usually very small. It arises as a consequence of "camber" of the tail and since the basic tail section is usually symmetrical, any effective camber is due to elevator deflections. Except near the stall, these are usually small; moreover, the tail area is not very large compared with the wing area. For both these reasons Μ0τ can be neglected in eqn. 1). As usual, it is more convenient to express the above equation in terms of coefficients.
3) It also follows from eqn. e. 4) Hence if "trim curves" such as Fig. 3 are drawn for different values of Kn their slopes will be proportional to Kn and they will pass through the same point when extrapolated to CL = 0. This feature of trim curves is often of practical value when plotting results obtained from flight tests. (See Fig. ) 56 LONGITUDINAL STATIC STABILITY In the foregoing theory, it has been assumed that the tab angle ß is constant. In practice, as the pilot changes the speed from one value to another, he will normally adjust the tab angle so that the stick-force is always zero at the trimmed speed.
An Introduction to the Longitudinal Static Stability of Low-Speed Aircraft by F. G. Irving