REPORT No. 521 AN ANALYSIS OF LONGITUDINAL STABILITY IN POWER-OFF FLIGHT WITH CHARTS FOR USE IN DESIGN By Cuanues H. Zrsneemscan ‘SUMMARY This report presents a discussion of longitudinal stability in gliding flight together with a series of charts with which the stability characteristice of any airplane may be readily estimated, The first portion of this report is intended, primarily, for students of the subject. The relationships governing stability characteristics are derived from equations of equilibrium referred to moving axes that are tangent and perpendicular to the instantaneous flight path. It is shown that instability of the motion con arise only through an increase of linear and angular momentum in the system during one complete cycle. ‘The interaction of events leading to increase or decrease of momentum during a cycle ia explained in detail. ‘The construction of charis showing the effects of the nondimensional dr, dp, da’ da’ the stability characteristica is explained and the effects of the more important of the aerodynamic and mase characteristics of the airplane, as recealed by the charts, are discussed. ‘The latter portion of the paper is devoted to a series of 40 related charts with which the dynamic stability of any airplane in power-off flight may be readily estimated. The use of the charts ie explained in detail 90 that reference to the earlier discussion ia unnecessary. parameters Ci, Qn, my, and —ymq upon INTRODUCTION Tho longitudinal stability of aircraft has received vory extensive and exhaustive treatment by sble writers (see references and bibliography), but the classical treatment of the subject hes beon rather difficult for those not familiar with higher mathematics. ‘Tho study reported herein was undertaken with the Purpose of making more understandable the mathe- ‘matical treatment and of preparing a method of esti- mating stability characteristics that would be suffi- ciontly accurate and rapid to appeal to practical designe ‘The section preceding the group of charts for deter- mining stability characteristics in power-off flight is devoted to a derivation, in relatively simple terms, of the mathematical relationships and to a discussion of the formulas. ‘The portion following the group of charts consists of an explanetion of the motbod of using them. It is not necessary to read the first por- tion in order to use the charts with satisfactory results, All symbols not given in the report cover are defined where used and are also listed in the appendix. I ANALYSIS AND DISCUSSION DERIVATION OF MATHEMATICAT, FORMULAS Definition of stability characteristics. —Tho sta- Dility characteristics of an airplane are those qualities which defino the nature of the motion after a deviation from an initial condition of equilibrium. The motion may be periodic, consisting of a series of oscillations having « certain period and rate of incresse or decrease in amplitude, or aperiodic with a certain rate of retum toward or deviation from the’ equilibrium position. In many stable airplanes the rotum to a condition of nonoscillating equilibrium is spoken of as aperiodic or “dead beat” when it is essentially oscillatory in character but very heavily damped. Fundamental conceptsand assumptions —The forces and moments determining the motion of the airplane ‘are of two kinds: (1) Aerodynamic forces and moments created by movement of the lifting and control sur- {faces relative to the surrounding air; (2) mass forces and moments arising from the weight and acceleration, angular as well as linear, of the airplane. ‘The funda ‘mental basis of the discussion presented in this report is that at all times there exists a stato of equilibrium botween the mass forees and moments and the aero- dynamic forees and moments. ‘A complete treatment of the stability of airplanes would be extremely lengthy and very complex. Cer- tain assumptions have therefore been made. As the ‘motion of an airplene is three dimensional, it is to be expected that any treatment of the subject will be incomplete if it neglects certain of the components of the motion. Fortunately, conventional airplanes are symmetrical (within limits here appliceble) with respect to the plano that includes the fuselage axis and is perpendicular to the span axis. It’s obvious that a longitudinal motion having no component of linear velocity perpendicular to that plane or no component of angular velocity about eny axis lying in that plane cannot introduce asymmetric forces or moments. Such motion can therefore be treated es an independent phenomenon. ‘Tho longitudinel-stability characteristics will neces- sarily be affected by any doflection of the lifting or control surfaces. ‘The influence of wing elasticity and of free longitudinel control will not be considered in 289290 tho primary analysis because such a consideration would complicate the relationships and obscure the fundamental principles. It is assumed that forces and moments acting upon tho wing and the horizontal tail surfaces vary as the squere of the air speed and the first power of the angle of attack of the individual surfaces and that they are not affected by the rate of chenge of eithor the air speed or the angle of attack. Also tho forees upon the lifting surfaces ero assumed not to be affected by tho rato of rotation of thoso surfaces (reference 1). Bech of the foregoing assumptions necessarily in- volves certain degree of approximation but they are confirmed by comparison between measured and cal- culated values of stability characteristics (reference 2 and unpublished date) snd are justified by the simpli- fication of tho relationships they permit. Equations of equilibrium—As has boon previously stated, the course of the airplane in flight is determined by the conditions necessary to maintain equilibrium between mass and aerodynamic forces and moments at all times. In steady flight the equilibrium may be oxpressed by the equations (see fig. 1): ‘lgune 1—Anglar end vectra tonaig a et, omer of, W sin y+ 59V°S80p=0 | W cos y~JeV*S80r=0 bjay Brecon ¢ W sin 1+ War cos 7+9V*80 p+ pVSCoAV+boV 384020. W cos War sin y~4pV*SC,—pVSO:AV— eV 1840 Fam dCn, pV *Se0nt pVSCOWAV + RoV SEA. Subtracting (1) from (8) — Was sin ypVSCLAV—fovisiea, VSO dV + bpvrsetng + Lyyrseilen “dg REPORT NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS where (Ie) refers to forces tangent to the instantane- ous flight path, (Ib) to forces perpendicular to the instantaneous flight path in the plane of symmetry, and (Ie) to moments about an axis through tho center of gravity and perpendicular to the plano of symmetry. After displacement from tho stoady-fight condition the equations of equilibrium read: W sin (y-+-84)-+ 507+ AV)'S(Cot 80e) Weos(y-+8n)—oV-+AV) S(C,+ AC.) =—mV G2 d}(2) 4oV+.a¥)'Se(Ca+A0,)—mky Ff where eee yr, contrifugal acceleration normal to the flight di path. 0 angular acceleration of airplane about the ae" lateral axis, Since the effects of angular velocity and of acceleration upon the forces are noglected, AC mey be written as salle and a0, as dale, 80 may bo yon acta ag@® whore dd, tho angular valocity in piteh, since q is zero in the original condition; and AV, 4y, da, and 9 are small quantities by assumption. ‘Terms involving products of two or more smell quan- tities will be neglected. ‘Then: v}@) dn, atx eV ST mk, oa)ANALYSIS OF LONGITUDINAL STABILITY IN POWER-OFF FLIGHT From equations (1) ‘Therefore, 1 1 nglOosemdY —}pV'S0.A1—pVSOpAV—Lpvrsteda=mi | }o¥*S0piy—pVSC,AV—LpvrstCi a= —mV ey 65) prseey 4 dovrsdlde, =mky Gt d Dividing (6a) and (5b) by $ VS and (50) by pSV w AV dOrngao ™ dt . City 20057 —Penanr-ty Gal oar sce an 10 ap4 Lyd Oanaretiy, £8 ay tt BV de 4 Let Spm" (efter Glover, reference 3) a¥_av wv a_ave vag 1 Won, .9,8V" =G.ty-20,A0'—Cesamnith” | Comat at olay Vag 3 7asamrket oe (7a) and (7b) are nondimensional and the only variables are Ay, AV’, and Aa, In order to re- duce (7c) to a comparable form it is necessary to rowrite 495, which is the only constant in the equations not in readily usable form, and to express in terms of y and «. ‘The greater portion of the change in pitching mo- ent produced by rotation occurs because the rota~ tion changes the angle of attack of the tail surfaces. A positive rotation g causes the tail to move downward with a velocity, relative to the canter of gravity, equal to gl where Lis the distance from the center of gravity to the mean quarterchord point of the horizontal surfaces. ‘The tangent of the ‘change in angle of attack at the tail is tan Aa,=gl/V which may be re- placed by Aa,=gi/V for tho small angles under con- 291 sideration. ‘The change in moment due to the change in tho angle of attack at the tail is AMal Visage, where 20 os ‘Sy area of horizontal til surfaces. ‘iy tail efficiency. or, in coofficient form, , slope of normal-force curve of tail surfaces. i 8, BCs. 10nd Sige Introducing an empirical factor K to allow for wing damping n_ pel $120, L Ga Bia V ‘Therefore (7c) may be rewritten as doutfn § SrqtivlCnsanr St 8) Dividing (8) through by ky? and vlpng byrto make the expression nondimensional, 1P d0,,8, 1 me dy eo Tae da, St SSE da Pan Letting 23H (reference 3) LP dOz8: 1 le dn peek gets MATS Ee ae bane Ge (20) For convenience Be lees rape ‘das 5 and 1 le dm ZR da ™ eo mot wmaba=e iy ay Since 0=(a-+) and g=4f ceo ig. 1), q and # may be replaced by « and + reducing the number of vari- ables in equations (7a), (7b), and (11) to three. ‘These ‘equations are rewritten as, 0.820500 Wenamaree | Coby 20,00’ HE me 2 blaay de, dy Pa, @ me 45 tomate o(GE453) ‘The foregoing equations of equilibrium must each be satisfied at each instant (neglecting approximations assumed) of flight. It is obvious that each of the variables Ay, Aq, and AV’ will affect each of the others, and it is reasonable to assume that, if any one of them follows » regular scheme of variation with time, then tho others will vary according to the same scheme.292 Assume therefore that the variables change accord- ing to the exponontial expressions: y= Ae a=Be! AV'= Co (In mathematical terms & is an integrating factor.) where ‘A, B, and C are constants depending on the mag- ‘nitude of the initial disturbance. «, the baso of natural logarithms=2.71828. 2, an arbitrary constant, 4, timo in soconds, It appears that if 2 is positive Ay, Aa, and AV’ will ineroase with time and therefore the motion will be unstable. If \ is negative the departures from the condition of stondy flight will decroaso and the motion will be stable. Now if Aya de Ge ane Finan ate. Substituting in (12) 0.402000" Yen Hine 2=nCe 4] Ope —20,0—' y8) mgr(Bre Ad) + pm gBe'=F(NBO + NAOe| Bach of the equations may be divided by e 2A CA-20,0- EB — a7. 309) mys A$B) + un B= (N)"(A+B) ‘| From (14b) 2rAt Crd~ 30, Also, sinco + and do not appear except in the product my lot 0 Substituting in (148) ~G.A— Blovarcoa- in) 4p, Hewat ona—Px) Multiplying by O, ~O14-20pv' A 0,14 0,400 0R ae ep =20V PAT NOpA—¥' REPORT NAMIONAL ADVISORY COMMITTEE FOR AERONAUTICS or, since O,3+-O,%=C,t AL4 C2 430pN +2(0)'] fe, fee. aC,” =3( +00 Te eee ‘Therefore, Oy, oie. A Ode Ode tN Te B “CF FSON FIO Also from (140) Alena = WI= Bl) mn} ‘Therefore, ym} A_pmetmy’— (x) BO It therefore appears that equilibrium at all times is possible when, ° dC, 0,802. AC, ‘ Ova OF dat dx _umar-mN—(')* (15) a mn TE toma + 009 ( ont oh + wef (Cet-+ ODN +2(0"}lumma-t-men’—(W')4] Expansion of this relationship and collection of terms givo the biquadratic expression ont or met 4(s0o44)] +09 -mag(200+ 2) —nm, +5 (cootf—-ofe+ 0) anfend(atte 0 (as) f+ On) ~$Coume | ~unS For simplicity the biquedratic may be expressed as: AQY+BOY+ON)P+DN+E=0 (17) where pof-met ooo) of -md(o0rs82) one Ho o{-ai(oda Ba Bm, 224 os8.03)] 1 e+-0.8)—$ Cone | Unfortunately thero is no simple, direct mothod of solving biquadraties. It's possible, however, to factor 4 biquadratic into two quadratics, each of which is susceptible to direct solution.ANALYSIS OF LONGITUDINAL STABILITY IN POWER-OFF FLIGHT Tho biquadratic OYEBO CW)P+DY + E=0 ‘may be replaced by the expression [Oban FIO)*aN +5)—0 from which, or Jas) 7 Tb appears that ‘The general case may be worked out as follows: a=B—a, C= a\(B—a))-+ b+, Daas (Bai); E by ‘Therefore, E C=a(B—a) +545 | " a9) 7 and 20) ‘These relations can be solved by plotting the curves of 6 against a. ‘There are two intersections of these curves, in general, corresponding respectively to a, dy and to a, by Also from (19) Fa0-»-aB-0) ‘| D=a0—ab—a(B—a)+b(B—a) 41) D—a0+-aB-a@ 2a 4 Substituting (21¢) in (19a) ‘D—a0+a°B—o! —F=2a— 20 +28(p=oraN=e) O=aB—a) + 2) a —08(3B) at BB+ 2 —o(B°+-4B0) +-a(2B°O+ BD +O —a(B°D+BC*—4EB) +BCD—D*—B?) (es) 298 By uso of the foregoing relationships the coefficients of the quadratics may be determined with as high dogree of accuracy as desired by graphical means or by trial substitutions. At first glance it appears that a 6th-power equation such as (23) would be harder to solve than a 4th-power equation such as (17). In equation (17), however, the complex roots must be obtained; whereas in (23) it is necessary to solve only for the real values. Equation (28) is useful from @ practical standpoint chiefly in obtaining accurate values of a by making trial sub- stitutions from approximate values obtained from the expression for a given on page 6. Because of the yory small valuo of a it is gonerslly not necessary to include the terms in (23) that contain powers of a hhigher than the third. Significance of V.—As eppears in equations (18), there are possible either 4 real values of ¥’, 2 real and 1 pair of complex values, or 2 pairs of complex values. The values of B, C, and D in the normal fiying range of conventionel airplanes are always positive because of the signs and magnitudes of their constituent factors. Tb is obvious thet no positive real value of ¥’ can satisfy the biquadratic unless E is negative but that if is negative there is such a solution for X’. A positive real value of ¥ signifies fan aperiodic divergence. If —um. is positive corre- sponding to static stebility, then Z'is positive and the biquadratic expression indicates no possibility of an aperiodic divergence. Tho values of B, G, D, and E are, in goneral, such that the solution for)’ givés two peirs of complex values. It can bo shown by mathematical reasoning not essential to this treatment that an expression of Ke—where N =i’ tiv’ and where K, (', andy fare constants and i=y—1 — can be replaced by an equivalent expression, K’e"” cos (y't'—8) where K’ and 6 are new coustants. ‘Therefore Ay=A.¢"" may bo replaced by Ay=A’et cos (y't"—8) and. similarly for the other variables. It appears that the motion indicated by a complex root is therefore made up of sinusoidal variations of tho anglo of attack, angle of attitude, anglo of tho flight path, and velocity along the flight path and that the amplitudes of the oseilla- tions increase or docrease with time depending upon whethor {” is positive or negative. From equations (18) it appears’ that294 where {1/, 4’, sa’, and ys! express the stebility charac teristics of tho sirplene, From the expression Ay=. Vet" cos (¥/t'—8) the period of the oscillation is P’: a ‘and the time for tho oscillation to damp to one-half amplitude fromany ingtent chosen es the time of starting is 2” ——°-078. Since W’ was eat equal to Ar during the derivation, P’ and 1’ are in units of time which are equal to r= seconds or the time in seconds necessary for the air plan to travel tho length U at the velocity V multi- plied by tho relative-density factor x. Therefore the final expression for the time in seconds for the oscilla- tion to decrease to one-half amplitude is 088, 000 cae pSV ==8318 Wo, eo under standard conditions; and the period in seconds is, Patt ae 2.83 /, 288 (Fo, 5) under standard conditions. Substituting for « in equation (23): Qr')*+ 24GB) + 2r’)\(BB +20) +Or)\B+4B0)+ Or OBO+ED+ O48) +@¥) BD +BC'—4EB)+BOD—D—BE=0 @26) From equation (21) »_D+27/O4+3¢) Bae? yp DEEP eae en Reference to equation (26) reveals that from the talus of B,C, D, and Hin ho normal-tying ranges the cooflicionts’ of the terms in 2t’ will all be positive. ‘Therefore @ positive reel value of ¢” can exist only if REPORT NATIONAL ADVISORY COMMITTRE FOR ABRONAUTICS (BCD—D'—B'E) is negative. This fact wes fist pointed out. by Routh (reference 4) by a somewhat different derivation and the factor is known as “Routh’s Discriminant.” ‘There has been developed in reference 1 an approxi- mation for the case when D and E aro small with respect to B and C by assuming that ‘Then or and co) (20) (20) B—1/D—BE o-(o-er) a "These approximate expressions are generally used and are satisfactory for most cases encountered. Since B and C are large in the normal-fiight range, values of fi’ and ¥’ define # very heavily damped oseillation which is, in general, of short period. ‘This oscillation is unimportant, except possibly in special cases above the stall; throughout the remainder of the report ” and ¥ will be used without the subscripts to refer to the slightly damped phugoid oscillation proviously defined by fy’ and ys". Derivation of expression describing the sinusoidal motion—The expression Ay=Ae'—Ae” can beANALYSIS OF LONGITUDINAL STABILITY IN POWER-OFF FLIGHT replaced by the equivalent expression Ay=A'et"” cos (y't'—8) where A’ and 6 depend upon the instant from whence time is taken as zero. If time is zero 295 where Aas, AVs', and Ad, aro the magnitudes that the variables would have were they st « maximum at zoro time and &, 5,, and & are phase angles of the variables when 4 is at 8 point of maximum amplitude A’=Ay, | with respect to the flight-path angle. and =0 so that These values of Ay, Aa, and AV’ may be substi- y= Annet” cos yt! (32) | tuted in equations (12) and solutions made for i’ Yh follows that and y/. Itwill be found that the complete solution ‘aaw= eye” cos (1!) Ga) | for ¥ and ¥ given in tho preceding cotion can be AVe'e""" cos (yt — (84) | checkedin thismannerand the valuesot 52%, 4% tané,, 0= Ate" cos (Wt—b) (68) | and tan are found ot intormediate stops 10 be: dy ang (Oo Othe AB) sin 8, : Bee eR toy @8) ¥ (300+ 8440") ton jm 5 7) (oiling ile; ,A)BOREAEY or ppm ° (of he SOE mg ume} Cm d0n acy, aay acide) eae ap a sin 4 ZE- o & @s) Ve ‘de ay oleae —my+ ye N toni. 9) (cf Ce BE) W 20 pnt tm PF where Ne = 24, —43'my—2(V) +804 C8" —m)( Co AZ) | Tho detailed derivation is not repeated because it is quite long and tedious and introduces no new con- cepts. Application of mathematicel formulas.—Tho rela tionships derived in the preceding section of this report make possible various treatments of the prob- Jom of determining stability. ‘Tho period and time to damp to one-half amplitude may be determined: 40;, @r, da’ da’ —sma from the equations (17), (24), (25), and either (28) and (27) or (80) and (81). An understanding of the underlying principles gov- omning stebility can bo had only from # consideration of the variations of the angle of attack, angle of atti- tude, angle of fight path, and velocity along the flight directly having given 0;, Op ‘Me and melo+28")-+ ume [dt 2¢'0+4(C)1 md 2e'e+4(0))—umalo+2%") or ldeor'et 46) mat (CF AP') e —me+(+4") Sil EEE ace PP OPCTE PIS +e path relative to cach other. Figures 2 to 14 are in- cluded to show the nature ofthese vatiations. Figures 2 to 9 prosont the effecte of changing —m, and — ym. indopendently for two sets of typical’ values of Cx, Oo, EE, and 2. Figures 10 to 14 illusirate qualitatively tho variations in phase relationships re- sulting from changes in —sm. and serve «s 0. basis for the discussion of their effets upon tho stability of tho airplane. ‘The relationships (86) to (89) can be used to datarmine the characteristics of the motion for any particular design. ‘Tho solution for the stability charactersties gives no direct indication of the afect of variation of the individual paremetors upon thestability characteristics, By means of the relationship that follows directly from equation (2) (40)296 REPORT NATIONAL ADVISORY COMAUTTEE FOR AERONAUTICS where ode 4( 20042) er ae ot Ga CeFBCN FEN NEO? 1 g,dlr_o,8Co4.08 ‘The terms to the loft of tho equality siga arise out of ante _ 0,802.03 quality siga ( eda Fa + ‘) the necessity for equilibrium of forces; the terms to tho = 1.50 right arise out of the necessity for equilibrium of ty moments. If a caso be investigated with —sma=0 Joye! ee =O —80pN 200)" charts may be plotted showing the variations of —my | or with —ym, necessary to secure given values of |", ia i, andy. A number of these charia have been prepared Snettfolh ol ie +. O-)=0 covering the range of conditions likely to be encoun- tered in normal flight and are inoluded in this report. (300432) (Geo figs. 15 to 54.) DISCUSSION ‘The mathematical relationships evolved in the pre- ceding paragraphs pormit calculation of the probable stability characteristies of « proposed design, but they offer little information as to the relative importance of various factors or as to the reasons for tho effects produced by changesin those factors. In the following paragraphs the oseillatory motion is first considered in detail so that the sequonce of flight conditions thet must exist if instability is to arise may be pointed out- Next is given a general discussion of charts (figs. 15 to 54) that show the effects on the stability character- istics of tho six fundamental peramaters Cb, Oo, S¢4, 4122, — yma, and my. Finally, th effects of various physical characteristics of tho airplane on its stability are considered in the light of the earlier discussion. ‘The oscillatory motion.—When tho terms in AV’ were eliminated by simultaneous solution of the equa- tions of equilibrium tangent and normal to the flight path, respectively, the following equality was found to exist: ava ake )—3( ont 0.FP2+ ort) Kodi orf +02) 00-4) an Ofte Cet Sines both Op ana 40% aro positive below the stall, it follows that if —ym, is zoro the linear motion of the airplane is « heavily denned o oscillation with tho poriod OO ose aie +03) H(s00+%2) and the time to damp to one-half amplitude ___0.608 330492) all in nondimensional units, or the motion is an aperi- odie convergence with tho time to converge to one-half | amplitude 0.603 Ho0n+ 2) 2] Z (200482 )Ho.te— 0-08) depending on the relative magnitudes of the quantities. Since instability of the linear motion oannot arise when —ym, is zero, it seems probable that under- standing as to the underlying causes of instability may be gained by considering the effect of —ymq upon ‘the sequence of flight conditions during oscillatory motion. In the following paragraphs the part played by —um, is analyzed by physical reasoning. Only the case when —xm, is positive is considered because when —um, is negative an aperiodic divergence from the equilibrium condition occurs and the question of dynamic stability does not arise, It is first pointed out that —um. plays a primary part in dotormining the phase angles between tho chango of angle of attack and the chenges in attitude and flight-path angles. Itis next shown thet stability of the angular motion opends upon the phaso angle botwoen the angle-of- attack change and the attitude chenge. It is finally shown that instability of the linear motion can arise ‘only when tho phase angle between the anglo-of-nttack change and the flight-path-angle chango falls within a certain range.ANALYSIS OF LONGITUDINAL STABILITY IN POWER-OFF FLIGHT 297 207 4s se Rotia of variable to Ar, a a Qe 6-7 3 z Tine in neninensionot anit conse Conazn ttatal $2009 ee eo) 151 &® % a fotio of variable to kr, eae a Stem ee eee ger Oe oe ee eerie es Tine in nonctimensionel writs censo canon t2tmem £2050 owe Moment mento “Pao “Y=082 ‘ovnns 24x 3—Varatons of empansts onda! meton with tne.298 REPORT NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS ‘oto of variable to Ar, ONS SS Tins in nondimensional ents cree coon $Siaton tansy pment) —analiD Fa-0w yon 20) 4s| 5 Ratio of variable to Ar, q 2S tn A Spe na eas Oa 9 tO aes Ame Tine in nordinensionol units cxetso coonan Stason £00039 ment mynd Fos Yn0s Rotio of variable to 87, Ee es gen ao eae Ore Ogg Teg Tine in nonclinersional units Begay Se conte conan Satin SBPotse | omns) ne ‘Provan 45249 6-—Veretons of emponent of ogtalnal mation with tine. 10) rent Yo0eTANALYSIS OF LONGITUDINAL STABILITY IN POWER-OFF FLIGHT 4 & sa i ie 8 Sad 2 & a a a Tine fn nondinarsional units conn ooaon nim $2203 momectit mon “pants “aaa e 34 $ Sq $4 & O20 309050809080 8001112150 Tine in noncinersional units conten cooton $tauco Lemons -omctid melon “Panto “Yaoi < & Rote of variable to A7, ‘0 1020-30 303060 W580 80-100" HIT Ts Tine in nondimensionol units mo Se, cama connie *inum {22-0018 ~enensoo —myetion “Panoae “Yoon loons 7,8, ax OV ef components motion wen ins, 299300 ‘Figures 10 to 12 illustrate qualitatively the affect of ime upon &, and é, the phase angles between the anglo of attack and the fiight path and attitude angles, respectively. When —yma is zero the attitude does not change with timo and hence, if an oscillation is set up in the flight-path angle (7), itis obvious that the anglo of attack must chango as shown in figure 10 where is 180°. Although not shown in figure 10, physical reasoning leads to the conclusion that is 90°. When nm, is very largo the moment tending to causo the attitude to change with tho fight path is also large ‘and the angle-of-attack change is small. ‘The condi- tions are approximated by figure 12. The phase tangles 5, and & are also small and approach zero as —um, is increased. Figure 11 shows an intermediate case which moro truly represents the usual condition than either of the others. Here &<180° and <90°. ‘Tho curves of figures 10 to 12 were drawn from physical reasoning but are fully confirmed by the computed curves of figures 2 to 4 and 7 and 8. Referring to the curves of figures 2 to 9 one sees that, if 2 points are choson exactly 1 period spart when 47 is zoro, the valuo of AV’ will be found to be greater at the second point than at the first if the motion is unstable, to be unchanged if the motion is noutrally stable, and to bo less if the motion is stable. Similar observations can be made with respect to tho val- ues of Ay when AV’ is zero and to the values of 122 chon 40 is zero, Tn other words, when neutral stability exist, tho momentum slong the average fight path m(V--AV), the momentum perpendicular to the average fight path (mV sin 4), and the angular momentum are each the same at the end of « period as at the beginning. If instability exists, there is more momentum at the end of the period for each of the types of motion than at the beginning. It js therefore desirable to consider the sequence of fight conditions that results in the increase or decrease of ‘momentum in the system. Consider frst the angular motion. Figure 13 is an ilustration of a. typical eat of variations of Aa, Ay, and A0 when fis zero, At the beginning of the half petiod when 89 is a masimumn, Ay (or $7) is zero and tho angular momentum Bag is therefore zero. At the end of the half period Aq is aguin zero. Tt there- fore follows that te angular momentum introduced into the aystem during the half eyele must be bulanced by the momentum removed during the same interval. ‘At each instant when there is a Suite value of Aa, thor is a pitehing moment introduced into the system quel to daz oV%Se4C2. Sinco a moment AM applied during o time ¢ introduces angular momentum into the system equal to Mt REPORT NATIONAL, ADVISORY COMMITTEE FOR AHRONAUTICS of) PPL crag Om mts\($); ie acgeV Se Ceat 182 4C net cos (Yt—i)at represents the angular momentum introduced into the system during one-half cycle (neglecting the effects of terms involving the products of two emall quantities, as has been done throughout the discussion). Considering, for simplicity, the case of neutral stability toe mb (He) = [fv ise EB 205 cos (Haat Wn FevAseay se C in Wi-a) pV Sea C sin 5 + {s tho angular momentuin introduced into the system, The rotational velocity causes a change of angle of attack at the tail that introduces a moment tending to opps the rotation. ‘The megaitude of this chang ult - aaa = do_de “ad day 8% ‘The moment is —A9,Apv9s 1(42S)-H. Soop.) ‘The soles momentum removed from the system ) during the half eyclo is, ne (Hm (0 —anehovse (GEG) vat sn va eco In the case of neutral stability the momentum intro- duced must equal that removed and therefore Sano ay From figures 2 8, x 7, and 8 it is evident that as 49, and 4, all decrease. ‘Tho first torm in equation (41) may therefore either increase or decrease with increase in —ym,; hence increasing —nm, may decrease the angular momentum added during cycle. What happens in an actual case depends on tho magnitudes of tho quantities, es will be brought out later in the discussion. mg inorenses J 2ANALYSIS OP LONGITUDINAL STABILITY IN POWER-OFF FLIGHT 301 fa} RK ak 7] rhe a lag | se 77 a o = * ae Be 0 z * Be or ie " = g “ Y ‘ovws 10ers a an of tak, ego teh, and an SM path Pavan 22—Voreton of ago te, nea fish and ag Aad path When sllesablly Sac. ‘Damplag select waned re. ‘wing wate ality et. Dang eels este - ° = 1 se ano x * ae er 2 7 Zz 2 - 2 ons H—Vartons fae fas, se fled, a ae He path Pion 1.—Yuraton of no ack, amp ft path romney, ‘in atone Semel Damping tect evan ‘ett of pts fren stad com Dumping cle asus 3 Fret dz | [ar] vat | COATS o = 7 ae Be a ‘rooms 24—Varthena af ange of alts, cngs fp o ght et ad sop ight path forannsativecan-- Damping eee ened 2.302 ‘The introduction of linear momentum slong and perpendicular to the flight path might be discussed by ‘considering equetions (12a) and (12b) separately but the analysis may be simplified by combining the two through elimination of terms involving AV’ and 21”. ‘Tho relationship established 0,880 nt —2 FA, a0, gd00\y, de da (cot .FP2 na oS Se Considering the case of zero damping during the in- terval from ¥i=0 to ¥t=r it is obvious from figure 14 that the integral sum of torms multiplied by Ay or by Gf] is zor0 because these quantities are symmetrical vith respect to the zero line, ‘Tho equation of equality: of momentum introduced to that —— becomes: ioe diy (", dr _ ¢¢ Wer 8 Oar [I —( ont C8C2) seat — fire aC, doa vue da a which reduces to (oe 40, de dat aay thay 20S BL sin 4 B28 cos t=0 (42) ‘The growth of linear momentum therefore depends upon fy 2% andy’ in addition to the parametars Wr, sine 4 . Co, Cir 26, ena MC Since 22 is normally positive ‘the following facts appear: Op is a factor sorving alvage io remove mementam frm the apetem; (cst: 0422) 4, sa tacos nding sory to he Wp, ¢, AC, system when ,472>0,474, as is normally the caso at high angles of atteck; and 20k adds momentum to the system when 4,<90° and removes momentum when 6>90°. When —ym, is zero, 5,=180° and the factor removing energy from thesystem is(3Cp-+4f4), as was shown earlier in the discussion, As —um, is Increased, 4G, and J all decrease (Hgs. 2, 3, 4, 7, and 8). The factor (Op¢'—o,472) sand reaches its maximum at some point between &, a0, ‘The factor $7 25 cos b changes from « stabilizing to an unstabilizing influence at 5=90° and reaches & maximum as an unstabilizing clement between &=90° and 6=0. Tt would appear at first and 5,=90°. ee REPORT NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS thought that the effect of 3Ct as an unstabilizing factor would always be small because of the decrease of Faswith increase of cos 5, but such is not nocossarily the case because of the large ratio of 22 to Op, particu larly at low angles of atteck. ‘There is an interesting point in connection with the factor (024,40?) that appears as tho chiet unstabilizing clement at small values of —ym,. If the law of induced drag be applied to dotermine Op and ap, it appear thet ‘Therefore equation os may be rewritten as —80n4 Se AF (Co, Coy) sin +08 JO 48) Tt appears that instability of the linear motion for small values of —yme can occur only at angles of attack where Op,>Cp,. The detrimental offect of Co, is not a5 grent as at first spears, however, be- cmtse the damping factor 8 Cp inereases with Co, also. Tn the foregoing analysis, the effect of ¢” hae been neglected and therefore the statements mado eannot be considered rigorously true when the stability or i stability is of appreciable magnitude. The analysis does, however, point out the more important influences and tho nature of the interaction of events that brings thm into play. Equation (48) cannot be applied noar 20 th tt whee 222 eoss to equ s In figures 2 to 14, inclusive, and in tho discussion of the oscillatory motion an arbitrary value of y=1 has eon assumed. No attempt will be mado to ovaluato ‘no in terms of control movements or gust velocities ‘as the actual magnitude is unimportant with respect to stability (assuming that the deviations are not so great es to destroy the validity of the basic assump- tions). It seams not out of placo, however, to suggest ; ey AVS Afr, that relative magnitudes of $2° S7# 26, 5,, 5, ote,ANALYSIS OF LONGITUDINAL STABILITY IN POWER-OFF FLIGHT may have important bearing upon the comfort, ease of handling, and design loed factor of aircraft and that further work taking these fectors into consideration might lead to veluable information. Gharts of rotational damping factor against st stability factor—In the section dealing with applice- tion of mathematical formulas a convenient graphical means of showing the variation of t’ and y/ with —m, and —ym, has been described. ‘This method of pres- entation was given by Gates (reference 5) in esson- tially the same fashion although differing in doteil. In reference 5 preference is given to charts with coordinates of tail volume and fore-and-aft location of tho center of gravity. Preference hus been given in this report to charts with coordinates of rotetional damping factor and static-stability factor becauso thoy fare more convenient for tise with dete from wind~ ‘tunnel tests, they do not require assumption of arbi- trary fixed values for soveral important factors, and they cover a much wider rango for a given number of charts. ‘The charts ere entirely nondimensional and dp, vary only with C2, Oo, 42% sna Ye. ‘Variation of empirical factors such #8 the Kin —my m, 2 (00 p. 17), ote. affect only —m, or —zma, es tho ease may be, and their effects upon the stability are readily apparent, ‘Tho saries of charts presonted (figs. 15 to 54) aro intended to show somewhat more precisely and com- Dletey chan bas bean done in the proveding cncsson the effects of the parameters O,, Op, 4s ana C2 upon dynamic stability and to provide # convenient, graphical moans by which the designer mey estimate the probablo stability characteristics of a proposed airplane and tho effects of various changes without recourse to extensive calculations. ‘The charts cover the rango of values of tho parameters that sppesr likely to bo attained in tho near future. ‘The values represented. are summarized in table I. Certain general cheracteristies of the charts are im- mediately apparentuponinspection. As—umgincresses from zero, ¢” at first becomes more positive correspond- ing to a decreaso in dynamic stability but, at a fairly ‘small valuo of —nm,,changesits trend and becomesmore negetive. ‘This tendency is general throughout all the charts and is apparent whether —m, is large or small It will bo remembered. that such an effect appeared probable from the discussion of the introduetion of angular momentum into the system during a cycle hy —me As pointed out at tht stage of the report, ea, $22) sin dy and J all decrease with increase of —am, the charts of variation of the stability characteristics with —m, and —um, show definitely that the decrease of the product of these factors is much more than sufficient to nullify the increases in —ym. after a certain value of —um, has beon exceeded. Increase 303 of ¥/, hence decrease in period of the oscillations, with increase of —pm, occurs at practicelly all values of =m, and —ym.. Increases of —m, give, in general, moro negative values of {’ and consequently more rapid dying out of tho oscillations. At large values of —nma increases in —m¢ give more positive values of 2” but this effect is not of practical importance. It will be noticed that at fairly large values of —ym, increasing —m, hes but slight effect but that —m, becomes of ineressing im- portance es —zm, is mado smaller. Tneressing —m, decreases y/ rather gradually, giving oscillations of longer period. It appears that if tho eriterion of sta~ bility bo taken as the number of oscillations necessary for the amplitude to decroaso to one-half its original value then the value of —m, is of particular importance. ‘Tho charts of figures 23, 27, 28, and 29 show that, increasing Ci, without changing other factors increases quite markedly the tendency to instability. This ob- servation agrees well with the effect to be expected from inereasing O, that might have been predicted from the part played by Gin the factor (C04 c18f2) de, in equation (42). ‘The effect of increesing Cp without changing other factors appears in figures 29, 30, and 31. It will be seen thet increasing Cp reduces the rango of instability and brings the curves of }”=k nearer together with a very largo not increase in damping. ‘The effect upon ¥ is negligible. ‘Tho slope of the lift curvo is of importance although not giving such exiremo effects as changes in Cl, and Cp (Gigs. 34, 35, and 36). Here again the effect is in good agreement with equation (42). Increasing 42 tends to extend tho instability region to grenter values of sm, of, in other words, if yan, lange, 6 is less than 90° end 4 becomes a definite unstabilizing factor. Ab small values of me, 222 isa os ae as is apparent from tho curves. Tneroasing 42 also tends to decrease 9’. Incressing the slope of the drag curve is distinctly unfevorable to stability es shown in figures 42, 44, and 45, ‘The period of the oscillation is but’ slightly affected. Reference to charts 15, 21, and 33 shows thet the general effect of increasing angle of atteck is to in- crease the region of instability but to decrease the spread between curves of =k. It appears that instability of the oscillatory motion is very unlikely for small angles of attack and becomes increasingly likely with increase of that angle. On the other hand, if —pm, and —m, remain unchanged throughout the change of angle of attack, tho value of ¢” may become more negative, which seems to be direotly contra- dictory to the preceding statement. ‘The explanetion304 lies in tho fact that at small angles of attack changes of pm, and —m, have litte effect upon the damping coefficient; whereas at largo angles of attack « small change in —ym, or —m, may change the damping ‘coefficient from a definite negative value to a definite positive value. ‘The period of the oscillation decreases markedly with the incroase of anglo of attack but the decrease is not so great as would appear to be the case from consideration of tho inereaso in y’. The period VG, in seconds is proportional to “yr! and the increase in G, is sufficiently great partly to counteract the increase iny’. The effects of various physical characteristics of the airplane on the stability—In the preceding dis- cussion no consideration has been given to the various dimensional characteristics, aerodynamic interferences, otc., that determine the values of the fundamental parameters. A large number of factors affect the stability but in many cases the effects are of a minor nature, Only the more important ones will be dis- cussed in the following paragraphs. ‘The wing loading appears in but two places in the analysis of stability in this report, ‘The nondimen- sional relative-density fector “2A 2%) is directly proportional to wing loading and the factor (standard conditions at sea level) = g07 a8 proportional to the square root of wing loading, Since » appears only as the coefficient of —m, it is epparent thet the variation of the non- dimensional values of j’ and y/ with » are the same a8 for variations of —nm.. Tt therefore appears thet, if the longitudinal motion of an airplane with respect to the air is to be unaffected, an increase in the wing loading of a given design must be eccompanied by a proportional decrease in “28 provided that J, e, snd hey are unchanged. Aside from the effect upon —um, the wing loading alfects the stability characteristics through the time factor , which appears in the redue- tion of the nondimonsional units” and y/ to the time to damp to one-half amplitude and to the period of the oscillation in seconds 0.008, = os, . and REPORT NATIONAL ADVISORY COMMITTEE FOR ABRONAUTICS If —um, is preserved unchanged as 1 is increased, both the period end the time to damp aro increased but the number of oscillations for a given degree of damping is unchanged. ‘Tho effect of an incronso of wing loading without change of other factors is there- fore to increase both ¥/ and + with tho net effect, in general, of increasing the period; to make 1” more negative if —ym, is large, with a not effect upon tho time to damp cither of an ineroase or of « docrense; and to make {ess negative if —am, is small, resulting in comparatively largo net incroaso in the timo to damp to one-half amplitude. ‘Tho aspect ratio of the wing combination affects the stability indireotly through its effect upon the para- dG, do é Tt, G2, and Cp at given valuo of O,. meters Tnereasing the aspect ratio increases 47F and decreases oth 222 and O. 36 and 39 corresponding to aspect ratios of 5 and 8, respectively, shows that (neglecting the effect due to enango of 4, which is comparatively small and will not materially affoct the conclusions to be drawn) the not effect of increasing the aspect ratio is to incroaso tho range of instability. ‘Tho decrease in 222, an fect favorable to stability, is less important than the decroase in Cp, which quite markedly tends to docroaso tho stability. ‘The effect of parasite drag is brought out quite clearly in figures 33, 36, and 40, (In general, incroas- ing the parasite drag also increases tho slopo of the drag curvo and this fact has bean taken into account in the figures by using the method of referonce 6.) Tt is apparent that tho drag is an important item in dotermining the stability charactoristics of a dosign and that tho “cleaner” the airplane the greater the tendency to unstable oscillations. Increasing tho parasite drag resulis in a decrease in the unstabilizing factor (Co,—Co,) and an increase in the stabilizing factor 8C>, which pposrs in equation (42) in the discussion of tho growth of linear momentum during cyclo. Tt appears therefore that air brakes of various Kinds may be expected to have beneficial effects upon the longitudinal stability provided that they do not introducs undesirable moments or interferences, Highly efficient designs that achieve high values of Crna Without the use of devices introducing parasite drag may bo expected to be deficiont in longitudinal damping. ‘Tho moment of inertia of the airplane about the lateral axis appears as tho term ky*in the denominators of the expressions for ~me and ~mg. Tnoroasing ky? decroases both -m, and -um, proportionally with « corresponding increase in tho time to damp. The Comparison of the curves of figuresANALYSIS OF LONGITUDINAL STABILITY IN POWER-OFF FLIGHT offect may be readily visualized by imagining any point -um,, me upon the chart moved from or toward the origin along a radial line an amount such that the ratio of the new distance to the origin to the original distance is the ratio of the original value of kg to the now valuo. It is therofore to bo expected that distribution of the mess of an airplane along its longitudinal axis may lead to unstable oscillations although other factors such as length and size of tail, location of the center of gravity, eto., are such that ordinarily the damping would be satisfactory. ‘The effect upon the period of changing ky* is not groat although increasing ky? will, in general, load to oscil- lations of shorter period. ‘Phe location of the center of gravity affects the longitudinal stability through its effect upon the torm Zs appearing in the expression for —ms. The pitching moment of an airplane about the center of gravity may be expressed as One, = — Os Cp— Cn) + Ong, + Op + Ory dn 18, page an Differentinting with respect to angle of attack dry drys Ang Pon 0.0) + Feet da,dOs,1 8, ‘da da, 03 or, for practical purposes, Oxy 2 In, Pen Te 0 Ge Ge dey8Or,1 8 : t0da das oS where O,, ratio of distance of c. g. from the leading edge of the wing to the wing chord. Gx, ratio of the distance of the aerodynamic center of the wing from the lending edge of the wing to the wing chord. Ceq normal-foree cooficient of wing. eq» longitudinal-force coefficient of wing. 2, distance of mean wing chord below c. 9. Ong Parasite pitching-moment coefiicient of fuselage ‘and landing gear. ratio of change of angle of attack at the tail to change of angle of attack at the wing, an em- pirical factor depending upon downwash (refer~ ence 7). dey Sinco 9C¢ is positive, increasing C, by moving the center of gravity toward the rear tends to make less negative and to decrease —yig. ‘The effect of 305 longitudinal center-of-gravity location upon the sta- bility characteristics thus follows from the preceding discussion of the effect of changes in —ym,. Tho location of the acrodynamic center of the wing, de- fined by C,, affects the stability in the same manner as the location of the center of gravity but with the ‘opposite sign. The value of C, given by wing theory is 0.25 (reference 8). Wind-tunnel data indicate the actual values to range from 0.23 to 0.25 for conven- tional airfoils (reference 9). : ‘The vertical location of the center of gravity with respect to the mean aerodynamic wing chord is not ‘unimportant in many cases and should be considered pareaasy in high-wing or low-wing monoplanes. Since Z=* is positive, positive values of © (as in the case of »low-wing monoplane) make [2 less negative and may cause an unsteble divergence (static insta- bility) in cases that would be considered stable on the basis of calculations involving only O,. ‘The value of ds, ; 7 ia derived as follows: Org=— Ory 008 a+ O, sin Sena (0,A0%2 eset (Ont) no where Qpgand “7° are for the wing alone, For nense 01,86, «nist (0.8X0.966) + (4.110.259) 0.77-+1.08=1.83 Assuming the case of a low-vving monoplane with = 0.25 and C,=0.30, it wil be found that the stability vill bo the same as though 20 and 0,=0.304 (4980.25) =0.1. ‘Tho example represents perhaps an extreme case but illustrates the desirability of investigating the effect of vertical center-of-gravity location. ‘The value of tho slope of the curve of parasite pitching-moment coefficient ageinst angle of attack may be determined with reasonable accuracy only by careful testing of a scale model or the complete air- plane. For e number of designs of military airplanes for which sample computations were made end com- pared with measured values of wore found to range from 0 to 0.4, with an average value of 0.2, at angles of attack’ corresponding to i 4 ao, cruising and high speeds. ‘The value of “Cs became306 REPORT NATIONAL ADVISORY COMMITTEE FOR ABRONAUTICS less positive as the angle of attack was increased in all cases where it was of appreciable magnitude but in no case became negative. It therefore appears that ‘the parasite pitching moment will be, in general, such as to decrease —ym, with corresponding effects upon the stability characteristics. ‘The tail length, size, and aspect ratio are very important factors in the stability characteristics. Tail length appears both in —m, and in —zm,. It will be remembered that PS, dC, m= Ene F Ta, m Je d0z 2, a0, ~ Hm By Bh GeO CONE ETE day A, 8, Ta dae 8 6. Increasing Uhas a very beneficial effect upon the factor mg, whieh ia proportional to the square of 1. In an actual case increasing J will also increase ky, and perhaps in some cases 1, so that the net increase in =m, will only approximate thatindicated by consider- ing only the square of the tail length. Tnereasing 1 makes —nm, larger because of the increase in moment. arm of the tail. ‘There are also secondary effects because U affects “77m and ky. The net effect of small in- creases in tail length can only be predicted from con- sideration of the particuler design. There is a small range of conditions, corresponding to small values of —nme, in which increasing Uineresses the time to damp beenuso the effect upon —ym, is of more importance than the increase in my. Large increases in J will always increase the period and decrease the time to damp. dees ‘Tt has been mentioned that / affects , and Ta ‘The effect upon 7, is small and may be neglected. Incressing tail length increases 42% ‘The angle of attack at the tail may be expressed as time where i; is the incidence of the tail referred to the wing chord. ‘The downwash may be expressed as $e 1)-°MG+1)-*26, (reference 10) where ‘R is the equivalent monoplane aspect ratio of the wing combination and z and y are tho distances of the tail plano behind and above or below the trailing edge of the wing in chord lengths. ‘The value « there- fore decreases exponentially with tail ength and hence becomes greater with increase of J. Rotational domping factor, & Tas] Rototional damping factor, mg 74| rot 2030 a0 ‘Stotie stability factor, “HM 30 {2am canoan — {22m030ANALYSIS OF LONGITUDINAL STABILITY IN POWBR-OFF FLIGHT 307 ft nbs S A He Hh rT pat Ttat "d x I 2) / Veeel/ 7] has |7 4 4 CCT Hee : y 7 LO it yes ‘coy A yA u Sa i 3 fs we ge ee vot rast ctr me aia $iagmy $om008 ‘TO a =a ol / ” 7.038} y 12] 7 if +t ead Z : : {COL BE ; ACK 7 “Co A [Zhen $4 iH of Scot i f 080, > | ] i [7 ey q 7 8 ZL ‘ TPA al 3 7 1 “fas i V7 = 5s] 34] te =a UAE Zh a] U 7 i L We 7 WAAL A +7 U l de ot MM Sa sae eee att rc ate ae ae aoe ee gon ‘rooms 16 20 31—Dynamne tba eharteREPORT NATIONAL ADVISORY COMMITTEE FOR AERONAUTICS 308, ; ; : ; / | fad = 4, 05, [ e a a ~05) S | fa Bi fy Fal ede 4 HEY LOCA Po rio A) FO ee 7 3 7 7 5 7 7 EIEECIM te i A ae uf HV he 3 At é 7 S| @ Peele y AN 3| * aL Ke 7" | U ‘| cA f 7 ; x Bl aa Sue Bon aim aan fam Sm mt ee |e Fu I i : 6] : + a5 6) t nc eH roe HH ey Huet eH 7 so] 3 i raul | i Z| 2 al COT : ; HA & L : é Lo if 3 FORDE a7 al 7 zt tts AHL em = om Ban Zum Gam oom ‘rownss 21 ro 2t~Dyeamicetahity ats.ANALYSIS OF LONGITUDINAL STABILITY IN POWBR-OFP FLIGHT 309 Cot n 4 LY 7 z | a 59 i 7, :| UTA : 2s of Tl f 7 t 7 t 7 7 id f 85 He $5 4+ SCP 1 7 —The drag coefficient Op may be estimated from the relationship oe Co=Cor+ GE (eee reference 6) cl where Copia the parasite-drag coefficient, GO", the equivalent monoplane aspect ratio (2eference 7 gives k in convenient form). ¢,an airplane efficienoy faotor ranging from 1 for very clean designs to 0.7 for very inefficient designs (reference 6).316 supe of un cane 22—ho slope af the it curve 4 may be taken as 4 (all values of angles are in radian measure) at low and intermediate angles of attack and as 3 near the stall i the values of the other parameters are based on the true wing area and the aizplae is a conventional type. Tt should be noted that in ces of extremely high or esremely low expect ratios for which 2 differs considerably from 4 the ving area may be considered such as to ako Wood it Or, Coy and EP, —my 1 and —ma aro each multiplied by the ratio of 4 to the actual valuo of 4+ tor roterence to the charts, Tn such a case the ratio must not be neglected in the conversion to time in seconds. Slope of the drag curve “22. The slope of the drag curve may be estimated from the relationship 20 Te Cy ee dp, Wo ‘The value of 22é hore used may be taken as 4 through- out the flight range as 222 does not fall off with 22 near the stall. Rotational damping factor —m,—This parameter will, in general, havo to be estimated although it may bo dotormined from tests of an oscillating model, or from tests ons whirling arm (reference 15). For ‘purposes of estimation the equation BS, dr, mK ges fe whore K is takon as 1.25 will gonorally be sufficiently accurate. ‘The tail efficienoy n, may be taken 2s 0.75 or 0.80 for modern designs. ‘The distance from the center of gravity to the elevator quarter-chord point 1, the ratio of tail-plano ares to wing area S/S, and the radius of gyration of the airplane about the span axis ky are dimensionsl characteristics of the airplane. ‘The radius of gyration may be found from the rele. tionship [Bo Ww where Bis the moment of inortia about the span axis. 4g, tho acceleration of gravity. W, weight of the airplane, or estimated from the relationship y= OUR REPORT NATIONAL ADVISORY COMAOTTEE FOR AERONAUTICS where Gs is an empirical constant. 1, over-all length of the airplane. 4, over-all height of the airplane. From 11 airplanes for which Qp was determined (reference 16) 0.08255 C'S 0.0304 with the average valu 0.0302. In the absence of test data the slope of tho lift ‘curve for the tail may be taken as du 55 (eefronce 17) corey & Static stability factor —ym,—The static stability factor is Ww le Way. THM SBIINI Bhs de ose de, ~ ZF Ze (tandand conditions) where ¢ is the chord length upon which O,, is based. ‘Various methods have been proposed for estimating Cn, “4 ‘The author prefers the relationship dnp 18, Cy, dew Ta ot da oS dey, dae where ©, is tho distance of the conter of gravity of the airplane from the leading edge of the reference chord in chord lengths. 1 the distance of the aerodynamic center of the ‘wings (reference 8) from the leading edge of the reference chord in chord lengths. Ory da the slope of the curve of longitudinal force co- efficient for the wings alone against angle of attack and is Seo) cos et (Ona 2) sin a where {022 and Goy are values forthe wing alone. the distance of the reference chord below tho center of gravity in chord lengths. Got, the slope of paruste pitching moment duo to fuselage, engine nacelles, landing gear, ete., against angle of attack. the rate of change of the anglo of attack at the tail with change of angle of attack of the nir- plane and ia —$E where «is the angle of downwash at the tail,ANALYSIS OF LONGITUDINAL STABILITY IN POWER-OFF FLIGHT ‘The value of C varies from 0.28 to 0.25 referred to the mean aerodynamie chord of conventional air- toe ttnce 9), ‘Ton van of £25 yb mated if the designer so desires. ‘The author has found the value to vary from 0 to 0.4 for a few military airplanes at low angles of attack with tho average dn, value about 0.2, ‘The value of 72% was found, for the cases considered, to fall off to approximately zero at high angles of attack. ‘Phe rate of chango of downwash angle at tho tail with chango of angle of attack may be estimated from tho relationship # ight ceta)miy1)- +992 (coference 10) where 4045 in endian measure 4, the distance of the tail plane to the rear of the trailing edge of the wing in chord lengths. 4, the distance of tho tail plane above or below ‘the trailing edge of the wing in chord lengths. For the average case y=0, 2=2.5, Ff— 5 He “Ss EXAMPLES a6, G.=0.80 1043.95 Wr, o=0.080 o_0.39 (Taken from full-scale flight data.) (Bstimated.) From figure 23 ¢’ From figure 251’ From interpolation between tho figures on the basis, of Op, t/=—0.039 and y/=0.48, From interpolation of 202, ys a? and y/=0.48. From full-scale unpublished fight tests of this airplane f/=—0.041 and ¥/=0.72, between the figures on the basis = 0.088, 317 From interpolation betwee figures 23 and 24 on tho basis of Cp, {’=—0.081 and y’=0.50. From inter- polation between figures 23 and 24 on the basis of We, 0088 and y’'=0.49. From interpolation between figures 24 and 25 on the basis of 2, =—0,027 and y'=049, From full-scale fight tests of this airplane (refer- ence 2) :/=—0.038 and ¥’=0.55. ay, G=0.80 Puns.00 = dp, p=0.004 Wono.5t : mm =2.3 uM =4.8 (Estimated data.) From figure 28, t”=—0.034 and ¥’ No interpolation is necessary. From extrapolation of Co==0.12 Weo.54 —ma1.76 —ymea3.40 (Batimated data.) From figure 26, ’——0.03 to —0.04 and y/—=0.39. ‘From full-scale unpublished data ¢” 0.58. 0.085 ond ¥/ ‘Laxouey Menonrat Apronavricat, LABoRnatory, ‘Namiowat, Abyisony Couarren ron AERONAUTICS, ‘Tanauer Frexp, Va., December 18, 1984APPENDIX RECAPITULATION OF SYMBOLS 4, B, G, jeoefficients of stability quartic. D, F }eoedicients of stability quadratic, 1 4(3004 422) oe 30 308 «base of natural logarithms, ipo + a) «, airplane officienoy factor such that Cp Gp, coofficient of resultant force. Gz, cosfliciont, of force normal to the wing chord, positive downward. Gc, cooflicient of force parallel to the wing chord, positive forward. Co, coefficient of aerodynamic center (ratio of dis- ‘tance of aerodynamic center from leading edge to chord length). , coefficient of center of gravity (ratio of distance of eonter of gravity from leading edge to chord length). Ony» coefficient of pitching moment other than that, from wings and horizontal tail surfaces. Ong Cooficiont of pitching moment of wing at zero lift, Cue Coeficient of pitching moment with respect to center of gravity. ky? coefficient of radius of gyration about GHEY’ lateral axis. 4, over-all length of airplane. f, over-all height of airplane. 1, distance from conter of gravity to quarter-chord point of horizontal tail surfaces. K, empirical factor by which computed value of rotational damping feetor of tail is multiplied to give total rotational damping factor. 4, empirical factor for conversion of biplane span to equivalent monoplane span. ais m de Wee. stati a ~nmngm—Zy sft “Fess static-stbility factor. mmm gly 8 52H aso! damn ta. 0, subscript danoting that the value of the symbol refers to zero time. P’, period of an oscillation, nondimensionel units. P, poriod of an oseillation, seconds. 7", tims for an oscillation to decrease to one-half ‘amplitude, nondimensional units. T, time for an oscillation to decrease to one-half amplitude, seconds. 1, subscript denoting that the symbol refers to the horizontal tail surfaces, AV’, ratio of AV to V. ‘w, subscript denoting that the symbol refers to the wing alone. 2, distance of horizontal tail surfaces to the rear of the trailing edge of tho wing, chord lengths. ¥, distance of horizontal tail surfaces above or below the wing chord (extended), chord lengths. 2, distance of wing chord below conter of gravity. 4, angle of Jag of change in angle of attack with respect to chango in angle of fight path. 4, angle of Ing of change in velocity along light path with respect to change in angle of flight path, 4, angle of Ing of change in anglo of pitch with respect to change in angle of fight path. 6, angle of lag of change of angle of attack with respect to change in angle of piteh. ‘ty tail efficiency. yes 25, period coefficient. oe peer damping coefficient, ua Zey Tlative density. 7= 3p time conversion factor. REFERENCES 1. Balrstow, I, Jones, B. Melvil, and Thompson, A. W. B.: Tnvestigation into tho Stability of an Acropieno, with an Examination into the Conditions Neceseary in Ordor that tho Symmetric and Asymmetric Oscillations. Can ‘Be Considered Indopendently. R. & M. No. 77, British 4.6. A, 1018, 2. Souig, Hartley A., and Wheatley, John B.: A Comparison ‘oetwrenn the ‘Theorotieal and’ Moasured Longitudinal Stability Charsctovstics of an Airplane. 7. RNo, 442, NAG. A, 1882,10. rs 2 13, ue 16. a. ANALYSIS OF LONGITUDINAL STABILITY IV POWER-OFF PLIGHT | Glauert, H.: A Nou-Dimensional Form of the Stability ‘Equation’ of en Aeroplane. R. & M. No. 1008, British ‘AUR. C,, 1097. Rout, E. J. Advanced Rigid Dynamics, vol. II. The ‘MacMillan Company, 1905. Gates, 8. B: A Survoy of Longitudinal Stability below the ‘Stall, with an Abstract for Designers’ Use. R. & M, No. 1118, British A. R. C., 1028. . Oswald, W. Bailey: General’ Formulas and Charte for tho Caletiation of A N. A. Ay 198 irplane Performance. T. R. No. 408, . Diehl, Walter 8.: Two Practical Methods for the Caleuln- tion of the Horizontal Tail Area Necessary for a Statically Stable Airplane. “T. R. No. 208, N. A. C. A., 1928. 3. Munk, Max ML: Elemente of the Wing Seotion Theory and of the Wing Thoory. 'T. R. No. 191, N. A. C. Ay 1024. - Jacobs, Eastman N, Ward, Kenneth E., and Pinkerton, ‘Robert M.: Tho Charactoristics of 78 Related Airfoil Sections from Teate in the Variable-Density Wind Tunnel. T.R.No. 400, N. A. C. A, 1983. Reld, Bliott G.: Applied Wing ‘Theory. MoGrew-Hiut Book Company, Ine., 1982, p. 196. Warner, Edward’ P.:” Airplane Design. Aerodynamics MeGraw-Hill Book Company, Tne. 1927, p. 84. Hirst, D. M,, and Hartshora, A. S.: ‘The Biicieney of Tall Plane behind a Wing of R. A. F. 94 Section. R. & M, No. 1478, British A. R. C., 1982. influence of Wing Elasticity upon the ability of an Aeroplane. R. & M. No. 1548, Brith A. R. C., 1983. Giauort, H.: The Longitudinal Stability of an Aeroplane. R. & M. No, 638, British A.C. A., 1919. Halliday, A. S, Bryant, L. W., and Burge, C. H.: The Experimental Determination’ Pitching Moment of an Aoroplane Due to Rotation in Pitoh, R. & M. No. 1866, British A. R, C., 1083. . Mille, Marvel P., and Soulé, Hartley A: Moments of Inertia of Soveral Airplanes. “TN. No. 75, N. A.C. A., 1931. Higgins, Goorgo J.: The Prediction of Air Istiee. ‘T. R. No. 812, N. A. C. A., 1020. Character 1040—20—22 319 BIBLIOGRAPRY Bairstow, Leonard: Applied Aerodynamics, Longmans, Green ‘and Cs, 1920. ‘sma Bryig, GH: Stability in Aviation, MacMillan snd Co, Aad’, London, 1011. ‘Has, Fro Automatle Stabilty of Airplanes, T. M. No. 695, Noa G. Ay 1033, ‘Lanchester, if, W.! Aerodonetics. Constable & Co., Ltd., Pandon, 1017. Wileon, Edwin Bidwell: Aeronsutics, John Wiley and Sons, Ine, 1920 TABLE I LIST OF CHARTS aebbpabeeies SASPSSRSRBEEREUMRNBRENED: seboBhubsebanubikibbuabbbbeaaybeneEneed SeEESGSSESSSBSeSSESCoSESSeesEseeeEEaeee Geassbebbesscsnesbiae but! sppepers