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eJAMF
Issue: 1JAN2008
Author: XyZ
Basic Aerodynamics
EASA Part-66
B1
EJAMF_M8_B1_E
Training Manual
www.Lufthansa-Technical-Training.com
Revision Identification:
S The date given in the column ”Issue” on the face of this cover is binding for the complete Training Manual.
S Dates and author’s ID, which may be given at the base of the individual pages, are for information about the latest revision of that page(s) only.
S The LTT production process ensures that the Training Manual contains a complete set of all necessary pages in the latest finalized revision.
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BASIC AERODYNAMICS FUNDAMENTALS
PHYSICS OF AERODYN & ATMOSPHERE
M8 BASIC AERODYNAMICS
FOR TRAINING PURPOSES ONLY!
Time
The unit of measurement for time is seconds, denoted by s. Originally this was
based on the length of a day. However not all days are exactly the same
duration so the second is now defined as fraction of the unchangeable speed of
light.
Temperature
The unit of measurement for temperature is kelvin, denoted by K. Zero kelvin is
called absolute zero because it is the lowest temperature possible.The kelvin
scale starts at zero and only has positive numbers. 1 kelvin is the same size as
FOR TRAINING PURPOSES ONLY!
1 degree Celsius.
Figure 7 Work
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BASIC AERODYNAMICS FUNDAMENTALS
PHYSICS OF AERODYN & ATMOSPHERE
Power
Power is work over time or more specifically force multiplied by distance over
time.
Power is measured in Watts which is Newton meters per second.
You probably know the term horse power. When steam engines were first used
their power was compared to the power of horses because they were used for
work which was previously done by horses. Now the international SI system
uses watts and kilowatts instead of horsepower.
You can see that the object with a force of 600 Newton is moved a distance of
30 meters in 10 seconds.
The power is 600 Newton multiplied by 30 meters divided by 10 seconds which
is 1 800 watts or 1.8 kilowatts.
FOR TRAINING PURPOSES ONLY!
Figure 8 Power
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BASIC AERODYNAMICS FUNDAMENTALS
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PRESSURE
Pressure is the force acting on a unit of area.
It is denoted by Pascal (Pa) and measured in Newtons per square meter.
Static pressure acts equally in all directions. It is denoted by a small ’p’ and
measured in Newtons per square meter.
Static pressure is calculated as height multiplied by density multiplied by
gravity.
Dynamic pressure acts only in the direction of the flow.
It is denoted by a small ’q’ and sometimes called q pressure and, like static
pressure, measured in Newtons per square meter.
Dynamic pressure is calculated as half the density multiplied by the speed
squared.
The static pressure for aircraft technical systems is denoted by ’bar’ and
measured in decaNewtons per square centimeter.
One bar is equal to 100 000 PASCAL.
FOR TRAINING PURPOSES ONLY!
SPEED OF SOUND
Sound waves are the same as pressure waves.
The speed of sound is the speed of the small pressure waves which occur
when you ring the bell.
The speed of sound is denoted by ’a’.
In the formula of the speed of sound, the number 20 is an approximation of the
total of all the relevant constant values and ’T’ for temperature represents the
only variable value.
Note that the temperature must be expressed in Kelvin!
FOR TRAINING PURPOSES ONLY!
ATMOSHERE
To understand aerodynamics we need to know something about the
atmosphere where flying happens.
The atmosphere is the whole mass of air extending upwards from the surface
of the earth.
The atmosphere has many layers. The troposphere is the lowest of these
layers. In the troposphere we have clouds and rain and many different weather
conditions.
The stratosphere is the layer above the troposphere.There are no rain clouds in
the stratosphere and the temperature does not change as the altitude
increases.
The tropopause is the name given to the boundary between the troposphere
and the stratosphere.
The tropopause has different heights around the earth. It is approximately 8
kilometers over the north and south poles and 16 kilometers over the equator.
FOR TRAINING PURPOSES ONLY!
Figure 15 Atmosphere
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BASIC AERODYNAMICS FUNDAMENTALS
PHYSICS OF AERODYN & ATMOSPHERE
Atmoshere cont.
You know from watching the weather forecast that temperature, pressure and
density vary quite a lot in the troposphere.
These variations must be reduced to a standard so that we have a basis for
comparing aircraft performance in different parts of the world and under varying
atmospheric conditions.
A standard atmosphere was introduced by the International Civil Aviation
Organisation, the ICAO . This standard atmosphere is known as the ISA for
ICAO standard atmosphere or International Standard Atmosphere.
Now let’s take a look at the temperature, pressure and density of the ISA at
sea level and at high altitudes.
You can see the standard sea level values for temperature, density and
pressure. Note that the standard altitude for the tropopause is 11 kilometers.
Under standard conditions temperature decreases with altitude at a rate of 6.5
degrees per kilometer. This gives a standard temperature of minus 56.5
degrees Celsius at the tropopause.
You can see that there is no change in temperature in the stratosphere.
You can see that the density and pressure gradually decrease with altitude.
This graph shows the basic tendencies for temperature, pressure and density.
You can find more precise information in the standard atmosphere tables which
you can usually find in the appendix of technical documentation.
FOR TRAINING PURPOSES ONLY!
AERODYNAMICS
BASIC AERODYNAMICS
CONTINUITY EQUATION
In the subsonic region the speed is so slow that a flying body does not
compress the air. We say that the air is incompressible in the subsonic region.
Now let’ have a closer look at the behaviour of the air streamlines.
The streamlines are parallel to each other if there is no disturbance.
The airflow between the streamlines is similar to the flow in a closed tube. You
will see later that we use the term stream tube.
Here you see the flow pattern in a tube with different diameters.
You can see that as the diameter gets smaller the streamlines move closer to
each other.
FOR TRAINING PURPOSES ONLY!
AERODYNAMICS
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AERODYNAMICS
AERODYNAMICS
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AERODYNAMICS
AERODYNAMICS
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AERODYNAMICS
BERNOULLI’S PRINCIPLE
In this segment we look at another important equation used in aerodynamics,
Bernoulli’s equation.
We will describe this equation using a tube with a valve.
You can see that the valve is closed and that the tube is filled with fluid on the
left side of the valve.
Valve Closed
The fluid inside the tube has a static pressure. The static pressure is
represented by the blue arrows in the tube and by the blue line on the graph at
the bottom of the picture.
The static pressure acts in all directions.
The total pressure is represented by the green circle in the tube and by the
green line on the graph at the bottom of the picture.
You can see on the graph that the total pressure is equal to the static pressure
when the valve is closed.
Valve Open
When the valve is moved to the quarter open position the fluid begins to flow.
You can see that the static pressure decreases and a new pressure, the
dynamic pressure, is introduced. You should remeber that the dynamic
pressure only acts in the direction of the flow. The dynamic pressure is
represented by the red arrows in the tube and the red line on the graph. The
graph shows the amount of static pressure, dynamic pressure and total
pressure in the quarter open position.
The static pressure decreases every time the valve is opened more and the
dynamic pressure increases as the valve opens.
FOR TRAINING PURPOSES ONLY!
AERODYNAMICS
AERODYNAMICS
AERODYNAMICS
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AERODYNAMICS
AERODYNAMICS
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AERODYNAMICS
LIFT PRODUCTION
In this segment we see how lift is produced. We begin by looking at a special
design of tube known as a venturi tube.
You can see that the inlet and the outlet of the venturi tube are the same size.
The speed of the airflow increases until it reaches the narrowest point in the
tube.
You know that as the speed increases the static pressure decreases and the
dynamic pressure increases.
The speed decreases again after the narrowest point and returns to the inlet
level by the time the airflow reaches the outlet.
During this phase the static pressure increases again and the dynamic
pressure decreases.
The speed of the airflow in the Venturi tube is like the speed of a ball rolling
along a surface like this one.
As the ball rolls downhill some of the potential energy, that is the static
pressure, is exchanged for kinetic energy, that is dynamic pressure.
As the ball rolls past the lowest point the speed decreases and the static
pressure increases again.
FOR TRAINING PURPOSES ONLY!
AERODYNAMICS
INLET OUTLET
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AERODYNAMICS
AERODYNAMICS
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Figure 24 Lift
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BASIC AERODYNAMICS FUNDAMENTALS
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AERODYNAMICS
AERODYNAMICS
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Figure 25 Lift
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AERODYNAMICS
AERODYNAMICS
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AERODYNAMICS
AERODYNAMICS
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AERODYNAMICS
AERODYNAMICS
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Figure 28 Circulation
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BASIC AERODYNAMICS FUNDAMENTALS
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Relative Wind
The flight path velocity is the speed of the aircraft in a certain direction through
the air.
The relative wind is the speed and direction of the air acting on the aircraft
which is passing through it.
You can see that the relative wind is opposite in direction to the flight path
velocity.
The relative wind depends on the flight path and is therefore not always
horizontal.
FOR TRAINING PURPOSES ONLY!
Angle of Attack
The angle of attack is the angle between the chord line of the profile and the
relative wind.
It is denoted by alpha).
The angle of incidence is the angle between the chord line of the profile and
the longitudinal axis of the aircraft.
It is denoted by gamma.
FOR TRAINING PURPOSES ONLY!
WING GEOMETRY
In this segment we look at wing geometry. The wing area is the projection of
the outline on the plane of the chord.
It includes the area of the fuselage which is between the wings.
On this simplified graphic the wing area, S, is the wing span, b, multiplied by
the chord of the wing, c.
FOR TRAINING PURPOSES ONLY!
Wing Geometry
On this more realistic tapered wing we have different wing chords. You can see
that the root chord, Cr, is the chord at the wing centerline and the tip chord, Ct,
is the chord at the wing tip.
The taper ratio (lambda), is the ratio of the tip chord to the root chord.
λ = Ct/Cr
The wing area S is the average chord multiplied by the wing span.
The average chord, c, is the geometric average of all the chords and the wing
span, b, is measured from tip to tip.
FOR TRAINING PURPOSES ONLY!
Aspect Ratio
The aspect ratio is the wing span, b, divided by the average chord, c.
Typical aspects ratios vary from 35 for a high performance sail−plane to 3.5 for
a jet fighter plane.
You can see in the formula that the aspect ratio can also be expressed as the
wing span squared divided by the wing area.
L+ b
C
2
L+ b
S
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Sweep Angle
The sweep angle is the angle between the line of 25 percent chords and a line
perpendicular to the root chord.
Positive sweep = Backwards !
Negative sweep = Forewards !
Dihedral
The dihedral of the wing is the angle formed between the wing and the
horizontal plane passing through the root of the wing.
We have a positive dihedral when the tip of the wing is above the horizontal
plane and a negative dihedral when the tip of the wing is below the horizontal
plane.
FOR TRAINING PURPOSES ONLY!
AERODYNAMIC FORCES
The aerodynamic force is the resultant of all forces on a profile in an airflow
acting on the center of pressure.
The aerodynamic force has two components
S lift which is perpendicular to the relative wind and
S drag which is parallel to the relative wind.
Here the center of pressure is identified. This is the point on which all
pressures and all forces act.
This point is located where the cord of a profile intersects with the resultant of
the aerodynamic forces lift and drag.
The aerodynamic forces of lift and drag depend on the combined effect of
many variables:
S The dynamic pressure,
S the surface area of the profile,
S the shape of the profile and
S the angle of attack.
FOR TRAINING PURPOSES ONLY!
CL AND CD
You can see that the measured lift is only 8.4 Newton.
This is much less than the theoretical lift of 24 Newton.
The theoretical lift must therefore be adjusted.
A coefficient of lift, CL, is introduced to the lift equation to account for the
difference between the measured lift and the theoretical lift.
The coefficient of lift is the measured lift divided by the theoretical lift.
In our example it is 0.34.
The lift equation is now the coefficient of lift multiplied by the dynamic pressure
multiplied by the surface area.
FOR TRAINING PURPOSES ONLY!
CL and Cd cont.
For the same reasons a coefficient of drag, CD, is introduced to the drag
equation to account for the difference between measured drag and theoretical
drag.
The coefficient of drag is the measured drag divided by the theoretical drag.
The drag equation becomes the coefficient of drag multiplied by the dynamic
pressure multiplied by the surface area.
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Figure 47 Profile
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BASIC AERODYNAMICS FUNDAMENTALS
LIFT AND DRAG
POLAR DIAGRAM
Here you can see how the lift and drag coefficients can be combined to give us
information about the performance of profiles.
Now we’re going to look at the polar diagram. This shows the coefficient of lift
plotted against the coefficient of drag for each angle of attack.
This method of evaluating windtunnel tests was invented by Otto Lilienthal the
first researcher and pioneer in the field of aerodynamics and flying at the end of
the nineteenth century.
He used this diagram to find out the angle of attack that brings the best glide
ratio.
You find the angle for the best glide ratio by drawing a tangent from the
intersection of the axis to the graph.
The point where this tangent contacts the graph represents the angle of the
best glide ratio. No higher lift to drag ratio is possible by this profile.
FOR TRAINING PURPOSES ONLY!
LILIENTHAL DIAGRAM
The glide ratio represents not only the aerodynamic efficiency of a profile but
can tell you about the layout of a complete aircraft if you draw the diagram with
the coefficients of the aircraft.
A higher glide ratio means a lower drag at a given lift. This results in a lower
installed engine thrust to overcome the drag and this means lower weight,
lower fuel consumption, higher payload or longer range.
FOR TRAINING PURPOSES ONLY!
Lilienthal Diagram
This picture shows the relationship between the polar diagram and the
behaviour of a real aircraft.
You see 4 forces acting on the aircraft while it is gliding with zero engine thrust.
The potential energy of the lost height substitutes the thrust of the engines and
compensates the drag.
The weight of the aircraft acts vertical to the ground and the drag parallel to the
glide path.
The third force is the lift perpendicular to the glidepath and finally the resultant
of lift and drag.
The angle ϕ between the lift vector and the resultant is the same as the angle
of the glide path to the horizon.
The smaller this angle, the smaller the dragvector, the smaller the necessary
thrust, the higher the efficiency of the aircraft.
This triangle can also be identified in the polar diagram, because CD is
proportional to the drag and CL to the lift.
Therefore the polar diagram can tell us a lot about the performance of the real
aircraft.
You see: the smaller the drag, the smaller the glide angle.
When the aircraft should fly horizontally, the engine thrust has to compensate
the drag. So an aircraft with a small glide angle needs less thrust.
FOR TRAINING PURPOSES ONLY!
CATEGORIES OF DRAG
INTRODUCTION
You know that drag is the aerodynamic force which is parallel to the relative
wind.
It is the opposite force to thrust.
The total aircraft drag is the sum of the:
S Induced Drag
S Parasite Drag
S Compressible Drag
The induced drag is the drag on the wing which is caused by the lift.
The parasite drag is not related to the lift. It can be form drag which is drag
caused by the distribution of pressure or friction drag which is drag caused by
skin friction or interference drag which is drag caused by aerodynamic
interference.
Compressible drag is caused by the shock waves on an aircraft approaching
the speed of sound.
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INDUCED DRAG
If an aircraft wing had an infinite span the air would flow directly from the
leading edge to the trailing edge.
The blue lines represent the airflow over the wing and the red lines represent
the airflow under the wing.
In reality, of course, an aircraft wing has a finite span − it has ends which are
called wing tips.
The air with higher pressure under the wing ’spills over’ the wing tips into the
air with lower pressure above the wing.
This turbulence at the wing tips causes the streamlines to form wing tip
vortices.
The streamlines below the wing bend towards the wing tips and the streamlines
above the wing bend towards the center.
The turbulence absorbs energy and increases the drag. This type of drag is
called induced drag.
On the graphic below you can see that on a wing with an infinite span the lift
distribution is always the same and on a wing with a finite span we get a loss of
lift near the wing tips.
The induced drag is lower if the finite wing has an elliptical lift distribution such
as the one you see here.
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Airbus 310
Boeing 747
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Figure 58 Induced Drag Affection by the Aspect Ratio and the Wing Tip Design
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BASIC AERODYNAMICS FUNDAMENTALS
CATEGORIES OF DRAG
FORM DRAG
You know that form drag is a parasite drag and that it is caused by the
pressure distribution on a body.
Take a look at the cylinder in an airstream. There is no friction in the airstream
and we have a perfectly symmetrical flow pattern.
You can see on the graphic that the pressure in front of the cylinder is the
same as the pressure aft of the cylinder.
In this situation there is no drag.
On the bottom of the graphic we have an airflow with friction. You can see that
we don’t have a symmetrical flow pattern any more and that the pressure in
front of the cylinder is not the same as the pressure behind the cylinder.
This difference in pressure causes form drag.
Form drag depends on the frontal area of a body and also on the speed of the
airflow.
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Form Drag
Now let’s compare the form drag of three different bodies with the same frontal
area:
S a disc,
S a disc with a bullet shaped nose and
S a disc with a bullet shaped nose and a streamline tail.
The disc has very high form drag.
If we add a bullet shaped nose the drag decreases to 20% and if we then add a
streamline tail the drag goes down to less than 10%.
Form drag is reduced by streamlining.
One obvious way of streamlining an aircraft is to have retractable landing gear.
Sometimes form drag on the wing is distinguished from form drag on other
parts of the aircraft.
Form drag on the wing is called wing drag or profile drag.
FOR TRAINING PURPOSES ONLY!
FRICTION DRAG
Now let’s have a look at friction drag: Here you see 10 different profiles. You
can see that they all have the same height or diameter, D, and different length,
L.
The length to diameter ratio is shown on the left side of the profiles. This ratio
ranges from 1 at the top to 10 at the bottom.
The profile with the highest length to diameter ratio has the lowest form drag
and the profile with the length to diameter ratio of one has the highest form
drag.
There is a relationship between form drag and friction drag.
A profile with a low form drag has a high friction drag and a profile with a high
form drag has a low friction drag.
You can see on the graph that the profiles with the length to diameter ratios of
2, 3 and 4 produce the lowest combination of form and friction drag.
FOR TRAINING PURPOSES ONLY!
Friction Drag
Now let’s see what causes friction drag. First we assume that the surface of
the aircraft is perfectly smooth.
You can see that the airflow immediately above the surface is the same as the
freestream velocity.This is indicated by the length of the arrows.
In reality the surface of the aircraft is quite rough and the velocity of some
trapped air particles is reduced to zero.
This means that the airflow immediately above the surface is retarded.
The retarded layer of air at the surface slows down the layer immediately
above it and this layer in turn slows down the next layer and so on until the
freestream velocity is restored.
The retarded air is called the boundary layer.
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BOUNDARY LAYER
There a 2 basic types of boundary layer − the turbulent boundary and the
laminar boundary layer.
The laminar boundary layer is immediately downstream of the leading edge.
The air particles in the laminar boundary layer do not move from one layer to
another. This is known as laminar flow.
The turbulent boundary layer is downstream of the laminar boundary layer.
The laminar flow breaks down and we get turbulent flow.
The air particles in the turbulent boundary layer travel from one layer to another
and this produces an energy exchange.
The turbulent boundary layer is much thicker than the laminar boundary layer
and produces about 3 times more friction drag.
The turbulent boundary layer also produces higher kinetic energy next to the
surface and this reduces the tendency for a flow separation.
Small disturbances inside the laminar boundary layer bring it into the turbulent
boundary layer or produce a flow separation.
Because of this it is important that the area of the profile corresponding to the
laminar boundary layer is kept clean and smooth.
FOR TRAINING PURPOSES ONLY!
INTERFERENCE DRAG
In this segment we use an example to illustrate interference drag. You can see
that we have three separate aircraft components:
S a wing which creates a drag of 700 daN
S a strut which creates a drag of 50 daN
S an engine which creates a drag of one 150 daN
The sum of the drag on each of these separate components is 900 daN.
The total drag on the wing with the strut and the engine attached is greater
than the sum of the drag on the individual components.
This difference is the interference drag.
Interference drag is the turbulence in the airflow caused by the sharp corners
which result when components are joined together or placed in close proximity.
Interference drag can be reduced by fairings.
Now you know something about each of different types of parasite drag.
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COMPRESSIBLE DRAG
Compressible drag only occurs in transonic and supersonic flight.
It is caused by the shock waves on an aircraft approaching the speed of sound.
Sometimes it is called wave drag.
In subsonic flight the local velocities on a profile are greater than the free
stream velocity but, by definition, less than the speed of sound.
In transonic flight we get a mix of subsonic and supersonic airflow and we
encounter shock waves.
You can learn more about shock waves in Module 11 in the lessons on high
speed flight. For now we concentrate on how shock waves create drag.
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TOTAL DRAG
In this segment we look at how induced drag and parasite drag combine to give
total drag.
The red curve represents the induced drag. It shows that the induced drag is
high at low speeds and decreases as the speed increases.
The blue curve represents the parasite drag. The parasite drag increases with
increases in speed.
The green curve represents the total drag. It is the sum of the induced drag
and the parasite drag.
You can see that the total drag is very high at low speeds because of the high
induced drag.
It then decreases to a minimum at an intermediate speed and then increases
again because of the increasing parasite drag.
FOR TRAINING PURPOSES ONLY!
LIFT DISTRIBUTION
INTRODUCTION
In this lesson we look at the lift distribution.
Here you see 4 different wing shapes with their lift distribution.
S an elliptical wing
S a rectangular wing
S a tapered wing
S a swept wing
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Tapered Wing
On the tapered wing the downwash increases towards the root and the tip
stalls before the root.
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Swept Wing
A swept wing also tends to stall at the tip section first.
Swept wings are used on most aircraft.
A tendency to stall at the tip section first has dangerous implications for the
lateral control and stability of the aircraft.
WING DESIGN
The wing can be designed so that the root stalls before the tip and the aircraft
remains controllable.
This is achieved by geometrically twisting or ’washing out’ the wing or by
aerodynamically twisting the wing.
Geometrically Twisted Wing
On a geometrically twisted wing the camber of the profile is constant across the
span of the wing but the angle of incidence is greater at the root than at the tip.
You can see that the chord lines are not parallel.
When the aircraft approaches the stall angle there is a flow separation on the
root before the tip.
STALL CONDITIONS
The total wing lift is the resultant of the lift distribution. It is represented by the
large blue arrows on the lower graphic.
The total wing lift acts on the center of lift.
The chord line through the center of lift is known as the mean aerodynamic
chord, or MAC for short.
The position of the center of lift can be described in percentage terms.
The leading edge corresponds to 0 % and the trailing edge to 100% so in this
example we can say that the center of lift is located at approximately 30 %
MAC.
FOR TRAINING PURPOSES ONLY!
Vortex Generator
A vortex generator is another device which is used to improve boundary layer
control.
It is a small, low aspect ratio wing which is placed vertically on the surface of a
large wing.
The vortex generator produces lift and has an associated tip vortex which is
comparable to induced drag.
The vortex is large relative to the generator because the aspect ratio is small.
The vortex generator takes relatively high energy air from outside the boundary
layer and mixes it with low energy air in the boundary layer.
The generator must be the right size and in the right location to go through the
boundary layer.
The number of vortex generators and their location depends on flight test
investigation.
FOR TRAINING PURPOSES ONLY!
THEORY OF FLIGHT
FORCES ACTING ON AN AIRCRAFT
You know that the 4 forces acting on an aircraft are:
S Lift
S Weight
S Thrust
S Drag
Thrust is the force which moves the aircraft forward through the air.
Thrust is provided by jet engines or by a propeller.
Drag is the aerodynamic force which is parallel to the flight path.
You can see that drag acts towards the rear of the aircraft.
Lift is the aerodynamic force which is ninety degrees to the flight path.
You can see that lift acts toward the top of the aircraft.
Weight is the force of gravity.
It always acts towards the center of the earth.
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THEORY OF TURN
In this segment we look at the theory of turn.
When an aircraft is in constant altitude, wings level flight you know that the lift
is equal to the weight of the aircraft.
To produce a turn, an additional force is necessary.
This force is called centrifugal force and acts on an aircraft during a steady,
co−ordinated turn.
You can see that the centrifugal force acts horizontally.
If the aircraft is to maintain altitude during a turn the lift in the turn must be
equal to the resultant of the centrifugal force and the weight.
When this happens you can see that the vertical lift and the vertical weight
remain the same as in level flight.
The load factor is the resultant force divided by the weight.
The load factor ” n ” is also called the g−load.
In the example with a bank angle ” ” of 45_ the load factor is 1.41.
A higher bank angle gives a higher load factor.
On the turn with a 45_ bank angle the resultant force is 1.41 times the weight
so the load factor n is 1.41.
On a the turn with a 60_ bank angle the resultant force is twice the weight so
the load factor n is 2.
The structural strength of the aircraft and consideration for passenger comfort
limit the maximum load factor and therefore the maximum bank angle during a
turn.
For example the load factor on military or acrobatic aircraft is much higher than
on passenger aircraft.
FOR TRAINING PURPOSES ONLY!
DYNAMIC STABILITY
Dynamic stability refers to how the continuous motion of a body varies over
time.
Dynamic stability only applies if we have positive static stability.
Here you see an example of neutral dynamic stability.
We assume that there are no friction forces acting between the ball and the
surface. The ball theoretically oscillates forever after the initial displacement.
This is called an undamped oscillation.
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DIRECTIONAL STABILITY
The directional or ’weathercock’ stability of an aircraft is the stability around the
vertical axis.
The directional stability depends on the fin of the aircraft which is also called
the vertical stabilizer and on the ’sweepback’ of the wing. First we look at the
effect of the fin.
Here you see an aircraft which has been deflected from its flight path.
This results in a pressure along the surface of one side of the aircraft, in this
example the right side.
If the turning moment behind the center of gravity is greater than the turning
moment in front of the center of gravity the aircraft turns back to its original
flight path.
The aircraft is directionally stable.
FOR TRAINING PURPOSES ONLY!
LATERAL STABILITY
Now let’s see what happens when we have a gust of wind under the right wing.
The gust moves the right wing upward and the left wing downward and the
aircraft rotates around the longitudinal axis.
While the left wing is going down, it meets the relative wind coming from the
opposite direction. This wind stops the movement of the wing but cannot turn it
back.
You know that the angle of attack is the angle between the flight velocity and
the chord line.
Now let’s take a closer look at what happens to the down going wing.
When the gust forces the aircraft to rotate we have an additional velocity − the
down going wing velocity.
The resultant of the flight velocity and the down going wing velocity is used to
determine the angle of attack.
The effective angle of attack is now the angle between the resultant velocity
and the chord line.
You can see that this new angle of attack is higher than the previous angle of
attack and produces more lift.
As you can imagine there is a similar but opposite effect on the up going wing.
This wing gets an decrease in lift.
The increase in lift on the down going wing and the decrease in lift on the up
going wing stops the roll motion but does not bring the aircraft back to the level
flight position.
FOR TRAINING PURPOSES ONLY!
EFFECT OF DIHEDRAL
Now let’s see how the dihedral angles help to restore level flight.
The lift is always at right angles to the lateral axis. In level flight the lift is
vertically straight up but as you can see here in disturbed flight the lift is
inclined in the direction of the lower wing.
In this situation the lift and the weight create a resultant force.
The resultant force causes a sideslip which means that the aircraft glides to
one side without changing flight direction.
The sideslip causes a flow of air in the opposite direction to the relative wind.
Because of the dihedral angle the relative wind strikes the down going wing at
a greater angle than the up going wing.
This increases the lift on the down going wing and decreases the lift on the up
going wing.
This difference in lift turns the aircraft back to its original flight position and the
sideslip motion is stopped.
The relative wind also strikes the vertical stabilizer and this also assists the turn
back motion.
Lateral stability affects directional stability and vice versa.
FOR TRAINING PURPOSES ONLY!
SPIRAL DIVE
The tendency for spiral dive exists when there is a greater effect on the
directional stability than on the lateral stability.
When this aircraft with a large vertical stabilizer is disturbed from level flight it
begins a slow spiral which gradually increases to a spiral dive.
When we have a sideslip the strong directional stability effect tends to turn the
nose of the aircraft into the wind and the relatively weak dihedral effect cannot
restore the aircraft laterally.
The rate of divergence in the spiral motion is usually so gradual that the pilot
can control the tendency without difficulty.
FOR TRAINING PURPOSES ONLY!
DUTCH ROLL
Dutch roll is a lateral − directional oscillation.
The tendency for dutch roll exists when there is a greater effect on the lateral
stability than on the directional stability.
When the aircraft is disturbed from its directional equilibrium the forward wing
produces more lift and more drag than the other wing.
When the effect of the lift is greater than the effect of the drag we get a sideslip
in the opposite direction and the dutch roll cycle is repeated.
This yaw and roll motion of the aircraft is like the motion of someone ’waltzing’
on skates. In fact the term ’dutch roll’ comes from ice skating.
The dutch roll problem is found on all aircraft with swept wings.
It can be partially overcome by reducing the sweep angle of the wings and by
improving the directional stability.
The directional stability can be improved by increasing the size of the vertical
stabilizer but this has weight and drag disadvantages.
Most aircraft use a yaw damping system to improve directional stability. This is
an automatic system which deflects the control surface on the vertical
stabilizer, called the rudder, to give the necessary directional stability.
FOR TRAINING PURPOSES ONLY!
LONGITUDINAL STABILITY
Longitudinal stability is the stability of the aircraft around the lateral axis.
It is positive if the aircraft tends to return to its equilibrium, or the trim angle of
attack, after it is displaced by a gust.
The longitudinal stability depends on the angle of attack and the pitching
moment effects of the horizontal stabilizer and the wing.
The horizontal stabilizer produces a downward force during level flight.
This force acts with a long moment arm around the center of gravity.
The wing produces upward lift forces during level flight which act with a short
moment arm around the center of gravity.
As long as both forces are balanced there will be no change of the attitude.
When a gust hits the lower front part of the aircraft we get a nose up rotation.
This changes the angle of attack of the horizontal stabilizer which decreases
the stabilizer force.
The nose up rotation also produces additional lift on the wing because of the
increasing angle of attack.
The moment of the additional lift and the lever arm L1 and the reduced
downward force on the stabilizer with the moment arm L2 bring the aircraft
back to equilibrium.
When a gust hits the upper front part of the aircraft we get a nose down
rotation.
This changes the angle of attack of the horizontal stabilizer which increases the
down going stabilizer force.
The nose down rotation also reduces the lift on the wing.
The moment of the reduced lift and the lever arm L1 and the increasing
FOR TRAINING PURPOSES ONLY!
downward force on the stabilizer with the moment arm L2 return the aircraft to
the previous position.
TABLE OF CONTENTS
M8 BASIC AERODYNAMICS . . . . . . . . . . . . . . . . 1 FRICTION DRAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
BOUNDARY LAYER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
PHYSICS OF AERODYNAMICS & ATMOSHERE . . . . . . . . . . . . . . . . 2 INTERFERENCE DRAG . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
FUNDAMENTAL UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 COMPRESSIBLE DRAG . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
SPEED AND ACCELERATION . . . . . . . . . . . . . . . . . . . . . 8 TOTAL DRAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
FORCE AND WEIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 LIFT DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
WORK AND POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 EFFECT OF UP/DOWN WASH . . . . . . . . . . . . . . . . . . . . . 148
SPEED OF SOUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 WING DESIGN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
ATMOSHERE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 STALL CONDITIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
BASIC AERODYNAMICS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 BOUNDARY LAYER CONTROL . . . . . . . . . . . . . . . . . . . . 162
CONTINUITY EQUATION . . . . . . . . . . . . . . . . . . . . . . . . . . 34 THEORY OF FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
BERNOULLI’S PRINCIPLE . . . . . . . . . . . . . . . . . . . . . . . . . 40 FORCES ACTING ON AN AIRCRAFT . . . . . . . . . . . . . . . 166
LIFT PRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 THEORY OF TURN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
PROFILE AND WING GEOMETRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 LIFT COMPENSATION DURING TURN . . . . . . . . . . . . . 174
PROFILE GEOMETRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 FLIGHT STABILITY AND DYNAMICS . . . . . . . . . . . . . . . . . . . . . . . . . . 176
WING GEOMETRY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 STATIC STABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
LIFT AND DRAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 DYNAMIC STABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 STATIC AND DYNAMIC STABILITY . . . . . . . . . . . . . . . . . 184
AERODYNAMIC FORCES . . . . . . . . . . . . . . . . . . . . . . . . . 78 FLIGHT STABILITY INTRODUCTION . . . . . . . . . . . . . . . 190
CL AND CD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 DIRECTIONAL STABILITY . . . . . . . . . . . . . . . . . . . . . . . . . 194
EFFECT OF ANGLE OF ATTACK . . . . . . . . . . . . . . . . . . . 88 LATERAL STABILITY INTRODUCTION . . . . . . . . . . . . . . 198
EFFECT OF PROFILE SHAPE . . . . . . . . . . . . . . . . . . . . . 90 LATERAL STABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
EFFECT OF ICE ON SURFACE . . . . . . . . . . . . . . . . . . . . 96 EFFECT OF DIHEDRAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
FACTORS AFFECTING DRAG . . . . . . . . . . . . . . . . . . . . . 98 LATERAL DIRECTIONAL INTERACTIONS . . . . . . . . . . . 206
POLAR DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 SPIRAL DIVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
LILIENTHAL DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 DUTCH ROLL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
LIFT TO DRAG RATIO . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 LONGITUDINAL STABILITY . . . . . . . . . . . . . . . . . . . . . . . . 212
CATEGORIES OF DRAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
INDUCED DRAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
EFFECT OF UP/ DOWN WASH . . . . . . . . . . . . . . . . . . . . 114
EFFECT OF ASPECT RATIO . . . . . . . . . . . . . . . . . . . . . . 116
FORM DRAG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
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Figure 1 International SI-System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Aspect Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 International SI-System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Sweep Angle / Dihedral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 International SI-System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Distribution of Static Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 Speed and Acceleration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Aerodynamic Force . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 Acceleration due to Gravity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Theoretical Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 Force and Weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Wind Tunnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 7 Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 Lift Equation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Drag Equation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 Pressure / Static and Dynamic Pressure . . . . . . . . . . . . . . . . . . 19 Figure 44 Angle of Attack (AOA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 Sound Waves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 Change of the Profile Thickness . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 11 Speed of Sound . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 Change of the Profile Chamber . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 Aircraft Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 Mach Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Effect of Ice on Surface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 Sound Regions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 Coefficient of Drag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 15 Atmosphere . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 Factors affecting Drag II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 ICAO Standard Atmosphere (ISA) . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Polar Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 17 Flow Pattern in a Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Lilienthal Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 18 Continuity Equation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 Relationship between Polar Diagram and Behaviour of an
Figure 19 Defuser & Jet Outlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 20 Valve positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 54 Lift - Drag Ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 21 Point of Stagnation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 55 Categories of Drag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 22 Pressure Measuring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 56 Induced Drag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 23 Venturi Tube . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 57 Effects of Up/Down Wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 24 Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 58 Induced Drag Affection by the Aspect Ratio and the Wing
Tip Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 25 Lift . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
Figure 59 Wing Tips in Nature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 26 Up-wash / Down-wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 60 Induced Drag Affection by the Aircraft Speed . . . . . . . . . . . . . 121
Figure 27 Magnus Effect . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Figure 61 Airflow with and without Friction . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 28 Circulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
Figure 62 Ways to reduce Form Drag . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 29 Geometry of a Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Figure 63 Form Drag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 30 Camber of a profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Figure 64 Boundary Layer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 31 Thickness of a Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Figure 65 Laminar and Turbulent Boundary Layer . . . . . . . . . . . . . . . . . . 131
Figure 32 Relative Wind . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Figure 66 Air Particle in a Boundary Layer . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 33 Angle of Attack / Angle of Incidence . . . . . . . . . . . . . . . . . . . . . 67
Figure 67 Slot in the Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 34 Wing Area S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 68 Laminar Profile . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 35 Taper Ratio l . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
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Figure 69 Interference Drag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139 Figure 104 Spiral Dive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Figure 70 Compressible Drag I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141 Figure 105 Dutch Roll . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Figure 71 Compressible Drag II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 106 Longitudinal Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Figure 72 Total Drag . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 107 Quality of Longitudinal Stability . . . . . . . . . . . . . . . . . . . . . . . . 215
Figure 73 Wing Shape and Lift Distribution . . . . . . . . . . . . . . . . . . . . . . . . 147
Figure 74 Wing Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Figure 75 Wing Twist . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
Figure 76 Mean Aerodynamic Chord . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Figure 77 Center of Lift Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Figure 78 Wing Root Stall . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157
Figure 79 Wing Tip Stall Effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Figure 80 Wing Tip Stall Prevention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Figure 81 Saw Tooth Leading Edge and Wing Fences . . . . . . . . . . . . . . 163
Figure 82 Vortex Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165
Figure 83 Forces acting on an Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
Figure 84 Center of Lift / Center of Gravity . . . . . . . . . . . . . . . . . . . . . . . . 169
Figure 85 Steady Flight Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171
Figure 86 Theory of Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Figure 87 Lift Compensation during Turn . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Figure 88 Static Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
Figure 89 Undamped Oscilliation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
Figure 90 Damped Oscillation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
Figure 91 Divergent Oscillation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
Figure 92 Neutral Static Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185
Figure 93 Negative and Positive Static Stability . . . . . . . . . . . . . . . . . . . . 187
Figure 94 Influences on Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
Figure 95 Flight Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
Figure 96 Aircraft Axes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193
Figure 97 Directional Stability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195
Figure 98 Directional Stability II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197
Figure 99 Lateral Stability I . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
Figure 100 Lateral Stability II . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 201
Figure 101 Effect of Dihedral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203
Figure 102 Sideslip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Figure 103 Lateral Directional Interactions . . . . . . . . . . . . . . . . . . . . . . . . 207
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EJAMF M08 CAT B1 E
TABLE OF FIGURES
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EJAMF M08 CAT B1 E
TABLE OF FIGURES
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