By A. W. Babister (Auth.)

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**Extra resources for Aircraft Dynamic Stability and Response**

**Example text**

The contributions to Zq and M q from the tailplane can be expressed more simply as follows. If OLrp is the tailplane incidence, the increment in downward force on the tailplane due to the rate of pitch q is where the suffix T refers to the tailplane. 32) = S l /S& TT the tail-volume ratio. Similarly, considering the increment in pitching moment from the tailplane due to the rate of pitch q we find 9 2 Therefore M^(tail) = -jP^Sflf and Af^(tail) = - a x VT We see that M ^ ( t a i l ) = (l /3) T '6C l'ba LT T If/o Z^(tail).

4 . 1 ) , at an angle of incidence a in the straight flight without sideslip, a is the incidence of the zero lift line of the wing. We take the origin 0 on the root chord EF (the X O x yz . centre section of the w i n g ) , and two sets of perpendicular axes O xyz and x Fig. e. E0X- {EF. e. that POS is perpendicular to X EF. 0 x is taken parallel to the flight path in the steady flight with no sideslip. x 0x xx is in the wing plane of symmetry, parallel to the zero lift line of the wing. z and 0 z Thus a (assumed small) is the angle between 0 x and 0 x .

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. The tailplane then has a downward velocity qly where 1% is the distance of the aerodynamic 9 centre of the tailplane aft of the centre of gravity of the aircraft. Combining this with the forward velocity V of the aircraft, we see that the change in incie dence at the tailplane is qlrp/V . & Differentiating Eq. 10) with respect to q 9 and then using Eq.