By A. W. Babister (Auth.)
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Additional resources for Aircraft Dynamic Stability and Response
46) where the incidence, the density and the speed have all been given their constant datum values after the differentiation. 47) and, from Eq. 49) 2 Now, in steady flight, from Eq. 50) Similarly, from Eq. 51) = - C L in the initial steady flight. Dividing E q s . 63) AMERICAN NON-DIMENSIONAL CONTROL DERIVATIVES C x , CZ DUE TO ELEVATOR £ In American notation, the elevator angle is denoted by , C m e ° 6. 66) REFERENCES 1. R. A scheme of notation and nomenclature associated aerodynamics. R. & M.
E. a negative rolling moment about Ox. e. to increase the effective dihedral. For a low wing aircraft (Fig. 4 . 4 ) , the Fig. e. to decrease v the effective dihedral. Thus, to maintain the same rolling moment due to sideslip, it is necessary to give a low wing a considerably greater geometric dihedral than that for a high wing. Contribution of the fin to Lv When the aircraft is sideslipping to starboard at an angle 3 (3 is s m a l l ) , the effective incidence of the fin is 3, see Fig. 5 (if sidewash effects are neglect e d ) , and the fin contributes a side force Yp to starboard given by Aerodynamic Derivatives Fig.
When compressibility effects are taken into account, this simple relation between M w and Kn is M , Z and Z . 24) Now, in horizontal flight, constant. 25) Therefore *-V Z e wI Z u. 26) From Eqs. 27) DERIVATIVES DUE TO RATE OF PITCH X q9 Zq9 M q The derivatives dealt with so far have only involved the static characteristics of the aircraft. We now consider the derivatives due to rate of pitch. The most important contribution to these derivatives arises from the change of incidence at the tailplane due to the angular velocity in pitch, q, of the aircraft.