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sta b ility
Dihedral effect - Lateral control - Coupling
between rolling and yawing moments - Adverse
yaw effects - Aileron reversal - Static
directional stability - Weather cocking
effect - Rudder requirements - One engine
inoperative condition - Rudder lock
Damped oscillation
Divergent oscillation
Undamped oscillation
Subsidance
Divergence
Neutral stability
Case Statically stable Dynamically stable
Damped oscillation Yes Yes
Divergent oscillation Yes No
Undamped oscillation Yes No
Subsidence Yes Yes
Divergence No No
Neutral Stability No No
Where do we stand?
Lateral Stability
• Stability in Roll
• w/o Directional stability
Slip
• Forward slip
– The forward slip will change the
heading of the aircraft away from
the down wing, while retaining the
original flight path of the aircraft
• Sideslip
– The airplane's longitudinal axis
remains parallel to the original
flightpath, but the airplane no
longer flies straight along its original
track. Now, the horizontal
component of lift forces the airplane
to move sideways.
S id e slip
• Phenomenon due to unbalanced
sideforce
• Flying in a slip is aerodynamically
inefficient
• In a slip much more drag is created
• However if a cross wind is present an
appropriate side slip may be
necessary at touchdown.
• A sideslip is also one of the methods
used by pilots to execute a
crosswind landing while the other
A n g le o f S id e slip ( β)[ ITF θ]
D ih e d ra la n g le
• Dihedral angle is
the upward angle
from horizontal
of the wings or
tail plane of a
fixed-wing
aircraft.
Dihedral
Dihedral effect
• Dihedral effect is the amount of roll
moment produced per degree (or
radian) of sideslip.
• Dihedral effect of an aircraft is a
rolling moment resulting from the
vehicle having a non-zero angle of
sideslip. Increasing the dihedral
angle of an aircraft increases the
dihedral effect on it.
• Hence Dihedral effect α Dihedral
angle
Other Aircraft Parameters
Affecting Dihedral effect
• Wing sweep
• Vertical location of center of gravity
• The height and size of anything on
an aircraft that changes its
sidewards force as sideslip
changes.
Keel effect
• Keel effect is the result of the sideforce-generating surfaces being above or
below the center of gravity in any aircraft.
• Examples of such surfaces are the vertical stabilizer, rudder, and parts of the
fuselage. When an aircraft is in a sideslip, these surfaces generate
sidewards lift forces. If the surface is above or below the center of gravity,
the sidewards lift forces generate a rolling moment. This "rolling moment
caused by sideslip" is "dihedral effect". Keel effect is the contribution of
these side forces to rolling moment (as sideslip increases), i.e. keel effect is
the contribution of the side forces to dihedral effect. Sideforce producing
surfaces above the center of gravity will increase dihedral effect, while
sideforce producing surfaces below the center of gravity will decrease
dihedral effect.
• Increased dihedral effect (helped or hindered by keel effect) results in a greater
tendency for the aircraft to return to level flight when the aircraft is put into
a bank. Or, reduces the tendency to diverge to a greater bank angle when
the aircraft starts wings-level.
• Keel effect is also called "Pendulum Effect" because a lower center of gravity
increases the effect of sideways forces (above the center of gravity) in
producing a rolling moment. This is because the moment arm is longer, not
because of gravitational forces. A low center of gravity is like a pendulum
(which has a very low center of gravity).
Coordinated Flight
• Coordinated flight of an aircraft is flight
without sideslip.
• When an aircraft is flying with zero sideslip
a turn and bank indicator installed on the
aircraft’s instrument panel usually shows
the ball in the center of the spirit level.
There is no lateral acceleration of the
aircraft and occupants perceive their
weight to be acting straight downwards
into their seats.
• Particular care to maintain coordinated
flight is required by the pilot when
entering and leaving turns
Turn and Bank indicator
Turn and Bank Indicator with
zero slip
Advantages of Coordinated
Flight
• It is more comfortable for the
occupants
• It minimizes the drag force on the
aircraft
• It causes fuel to be drawn equally
from tanks in both wings
• It minimizes the risk of entering a
spin
Coordinating the turn
• If the pilot were to use only the rudder to
initiate a turn in the air, the airplane would
tend to "skid" to the outside of the turn.
• If the pilot were to use only the ailerons to
initiate a turn in the air, the airplane would
tend to "slip" towards the lower wing.
• If the pilot were to fail to use the elevator to
increase the angle of attack throughout the
turn, the airplane would also tend to slip
towards the lower wing
• However, if the pilot makes appropriate use of
the rudder, ailerons and elevator to enter
and leave the turn such that sideslip and
lateral acceleration are zero the airplane will
be in coordinated flight.
A d ve rse Ya w
• Adverse yaw is a yaw aircraft movement opposite to the
direction change initiated by a roll movement. It is a secondary
effect of the application of the ailerons in aircraft. Its cause and
effect can be explained as follows:
• As the outer turn wing moves up, its induced drag increases; as
the opposite inner turn wing descends, its induced drag
decreases. There is a differential moment drag opposite to the
turn.
• There is an additional adverse yaw contribution from a profile drag
imbalance between the upgoing and the downgoing wing.
• The net effect is a tendency to yaw the aircraft in the wrong
direction for the turn.
• According to the diagram, when the control column of an aircraft is
moved to the right, the right aileron is deflected upwards, and
the left aileron is deflected downwards, causing the aircraft to
roll to the right. As the right wing descends, its lift vector, which
is perpendicular to the relative motion, tilts forward and
therefore has a forward component. Conversely, as the left
wing moves up, its lift vector tilts back and therefore has an aft
force component. The fore/aft lift force components on the right
and left wings constitute the adverse yaw moment.
Minimizing the adverse yaw
Adverse yaw is countered by using the aircraft's rudder to perform a
coordinated turn, however an aircraft designer can reduce the
amount of correction required by careful design of the aircraft.
Some methods are common:
General characteristics