Beruflich Dokumente
Kultur Dokumente
MODULE 11.01
Theory of Flight
Contents
1
1.2
Page 1-1
1-15
An aircraft is equipped with fixed and moveable surfaces, or aerofoils, which provide
stability and control. Each item is designed for a specific function during the operation of
the aircraft.
The fixed aerofoils are the wings or mainplanes, the horizontal stabiliser or tailplane and
vertical stabiliser or fin. The function of the wings is to provide enough lift to support the
complete aircraft. The tail section of a conventional aircraft, including the stabilisers,
elevators and rudder, is occasionally known as the empennage.
Page 1-2
Horizontal Stabiliser
The horizontal stabiliser is used to provide longitudinal pitch stability and is usually
attached to the aft portion of the fuselage. It may be mounted either on top of the vertical
stabiliser, at some mid-point, or below it.
Conventional horizontal stabilisers are placed aft of the wing and normally set at a
slightly smaller or negative angle of incidence with respect to the wing chord line.
This configuration gives a small downward force on the tail with a value dependent on
the size of the stabiliser and its distance from the Centre of Gravity (CG).
Horizontal Stabiliser
Figure 2
Page 1-3
T-Tail Arrangement
The T-Tail arrangement places the complete stabiliser/tailplane and elevator assembly at
the top of the vertical stabiliser. The use of this system not only makes the fin and
rudder more effective by the so-called end-plate effect but also ensures pitch control is
not affected by wing turbulence, (except during an unwanted deep-stall condition).
However, this configuration has the disadvantage that the whole empennage structure
will be heavier than normal, due to the strengthening required to combat the greater
bending loads produced by this layout.
On some aircraft, the complete tailplane can be moved through several degrees angle of
attack to provide a trimming facility as an alternative to trim tabs.(later).
TTail Arrangement
Figure 3
Page 1-4
B2 Flying Wing
Figure 4
Page 1-5
Vertical Stabiliser
The vertical stabiliser for an aircraft is the aerofoil forward of the rudder and is used to
provide directional stability.
A problem encountered on single-engined propeller driven aircraft is that the propeller
causes the airflow to rotate as it travels rearward. This strikes one side of the vertical
stabiliser more than the other, resulting in a yawing moment. These aircraft may have the
leading edge of the stabiliser offset slightly, thereby causing the airflow to pass around it
in such a manner to counter the yaw.
Page 1-6
Moveable control surfaces are normally divided into Primary and Secondary controls.
The primary control surfaces include the elevators, rudder, ailerons and roll spoilers. The
secondary control surfaces consist of trim controls (tabs), high lift devices (flaps and
slats), speed brakes and lift dumpers (additional spoilers).
Note: Traditionally, spoilers have not been included as primary controls, but those which
operate in conjunction with the ailerons during roll, are considered to be primary in the
JAR 66 syllabus, so this is how these notes will define them.
The primary control surfaces are used to make the aircraft follow the correct flight path
and to execute certain manoeuvres.
The secondary controls are used to change the lift and drag characteristics of the
aircraft or to provide assistance to the primary controls.
Page 1-7
Aileron Controls
Figure 7
Page 1-8
The ailerons are usually operated in conjunction with the rudder and/or elevator during a
turn and are rarely used on their own. A co-ordinated turn is one that occurs without slip
or skid. Too little bank will cause the aircraft to skid outwards, too much bank will cause
the aircraft to slip downwards.
Roll Control - Spoilers
The use of spoilers as a primary control, will be to operate asymmetrically in conjunction
with aileron movement and are normally referred to as Roll Spoilers.
Roll spoilers are mounted on the top of the wing just inboard of the outboard set of
ailerons.
Page 1-9
Elevator Controls
Figure 9
Stabilator Controls
Figure 10
Page 1-10
Canards
Some earliest powered aircraft, such as the Wright Flyer, had horizontal surfaces located
ahead of the wings. This configuration, with the forward surface usually referred to as a
canard or foreplane, has been used on occasions, up to the present day.
Conventional aircraft have the tailplane located at the rear of the fuselage which provides
a small, stabilising down force. This means that the wing has to produce slightly more lift
to balance this down force. As we have seen, in order for a wing to produce lift it must
also generate drag.
With the tailplane located at the front of the aircraft, the stabilising force is directed
upwards. This contributes to the total lift of the aircraft, thereby reducing drag from the lift
producing wing.
Page 1-11
A fundamental feature of a canard design is that the angle of attack of the foreplane, (in
front of the CG of the aircraft) is set at a greater angle than the main wing. This feature
will ensure that the foreplane reaches the stalling angle first, resulting in a predictable
dropping of the nose and a certain recovery.
Additionally, stall sensing systems (later), can be triggered just before the foreplane
reaches its critical angle of attack, leaving the main wing safely below the stalling angle
and still producing adequate lift.
Page 1-12
Rudder controls
Figure 13
Page 1-13
Another example are ruddervators normally used on aircraft fitted with a 'V' or Butterfly
tail. These surfaces serve the purposes of both rudder and elevator.
Ruddervator Controls
Figure 14
1.1.3 HIGH LIFT DEVICES
Aerodynamic lift is determined by the shape and size of the main lifting surfaces of the
aircraft. In order to produce the outstanding performance achieved by a large modern,
swept wing, passenger jet such as the Boeing 777, the wing is designed to give optimum
lift to support the aircraft whilst in cruise (typically Mach 0.87).
This has meant, that to be able to control and land the aircraft weighing around 200tonne on runways of reasonable length, the landing speed needs to be slower than the
clean stalling speed of the aircraft. In order to achieve this, more lift is required and this
is obtained from so-called high lift devices.
These are divided generally into leading edge devices, namely slots, slats and Krueger
flaps and trailing edge devices including plain, slotted and fowler flaps. They will increase
lift and as a result, reduce the stalling speed. Consequently the landing speed, (about 1.3
times the stalling speed), will also be reduced, since drag is also increased with large
angles of trailing edge flap deployment.
Page 1-14
Droop Aileron
Figure 16
1.1.4 DRAG INDUCING DEVICES
There are several situations where the aircraft must slow down fairly quickly. With
slower, high drag, light aircraft, simply closing the throttle allows the high drag of the
airframe and the idling propeller to slow the aircraft down, to gliding speed prior to
landing approach, for example.
As previously stated, a modern airliner is an extremely smooth, low drag design which, if
only the throttles are retarded, will continue in level flight for many miles before slowing
down. Furthermore, if the nose were lowered more than a degree or so, the aircraft will
begin to accelerate again.
Page 1-15
In order to overcome the problems of low drag on large aircraft with high momentum, the
designers have introduced a variety of drag inducing devices. These include spoilers, lift
dumpers, speed brakes and in unusual circumstances, lowering the landing gear and
operating in-flight thrust reversers.
Spoilers and Lift Dumpers.
Spoilers and Lift Dumpers are usually hinged panels located about mid-chord position on
the upper surface of the wing. Hydraulically operated, they produce a large amount of
turbulence and drag when deployed, resulting in a reduction of lift.
Lift Dump Spoilers
Figure 17
Spoilers, have a variety of uses, all of which involve spoiling the lift of the wing. Some of
the following facilities can be combined, so that one set of panels can have more than
one job.
Firstly, they can be the primary roll control of the aircraft as described previously.
Secondly, the spoilers can be used in a symmetrical, part-deployed position, allowing the
aircraft to slow down quickly in the cruise, or descend at a much steeper rate without
accelerating. On some aircraft, the deployment angle of the spoiler panels can be varied
by changing the position of the control lever in the flight compartment.
Lift dumpers are, as their name describes, are spoiler panels incorporated solely to dump
lift. They are normally deployed after landing, destroying the lift of the wing and
producing high drag, to assist in stopping the aircraft efficiently and thereby allowing the
wheel brakes to be operated more effectively.
Speed Brakes
Page 1-16
Whilst it is true that the in-flight use of spoilers may be referred to as selecting the 'speed
brakes', the term more accurately describes devices which are solely for the production
of drag without any change of trim. The rear fuselage mounted 'clamshell-type doors
which open up on the BAe 146 and Fokker 70/100 aircraft are true speed brakes (or air
brakes) and have the following major advantage over the use of spoilers for producing
drag.
When the wing mounted spoilers are deployed, vibration or rumble is often felt in the
passenger cabin, which some people may find disturbing. The aft mounted speed
brakes not only produce high drag at any airspeed, but their selection is virtually vibration
free. Also, lift will be completely unaffected, thus permitting their deployment on
approach and making a go-around much safer. (This will be covered later in
powerplants).
Page 1-17
These devices are usually fitted to aircraft with swept wings. Total airflow over a swept
wing, splits into two components, one moving across the wing chord parallel to the
airflow and the other flowing spanwise towards the wing tip.
The fences are fitted about mid-span, on the leading edge of the wing and extending
rearwards. They are designed to control the spanwise flow of the boundary layer air over
the top of the wing. Also they will straighten the airflow over the ailerons, improving their
effectiveness and straighten the air nearer the wing tip, resulting in less 'spillage' of air
from beneath the wing to the top, thereby producing less drag. (See Winglets later).
Wing Fences
Figure 19
Airflow Control Devices Saw Tooth Leading Edges
This form of airflow control is more common on military aircraft than modern commercial
airliners. The saw tooth or notch is simply a small increase in wing chord on the outer
portion of the wing. The step where the change occurs, tends to form an invisible 'wall' of
high velocity air, which flows over the wing and straightens the spanwise flow. It
functions in much the same way as the wing fence but removes the extra drag and
weight penalty.
Page 1-18
Figure 21
1.1.6 BOUNDARY LAYER CONTROL
The boundary layer is that layer of air adjacent to the aerofoil surface (the boundary
between metal and air). If measured, the air velocity in the layer will vary from zero
directly on the surface, to the relevant velocity of the free stream at the outer extremity of
the boundary layer.
Normally, at the leading edge of the wing the boundary layer will be laminar, (in smooth
thin sheets close to the surface), but as the air moves over the wing towards the trailing
edge, the boundary layer becomes thicker and turbulent. The region where the flow
changes from laminar to turbulent is called the transition point. .As airspeed increases,
the transition point tends to move forward, so the designer tries to prevent this thus
maintaining laminar flow, over the top of the wing for as far back as possible. Methods of
boundary layer control are as follows:
Page 1-19
Vortex Generators
Figure 22
Page 1-20
Stall Wedges are small, wedge-shaped strips mounted on the leading edge of the wings
at about one third span. The are designed to disrupt the boundary layer airflow, at large
angles of attack approaching the stall, thus ensuring the airflow breaks away,(stalls), at
the root end of the wing first.
Additionally they produce a similar effect to a wing fence at smaller angles of attack
resulting in a smoother airflow over the ailerons, thus retaining optimum roll control.
Stall Wedges
Figure 23
Boundary Layer Control - Leading edge Devices
Other devices to prevent laminar separation at the low speed end of the range and thus
control boundary layer air are leading edge droop flaps and Kreuger flaps. They can be a
droop snoot or permanent droop type, or can be adjusted during flight.
Page 1-21
During a flight an aircraft will develop a tendency to deviate from a straight and level
hands-off attitude. This may be due to changes in fuel state, speed, load position or
flap/landing gear selection and could be countered by applying a continuous correcting
force to the primary controls. This would be fatiguing for the crew and difficult to maintain
for long periods, so trim tabs are used for this purpose instead.
Trim tabs move the primary control surface aerodynamically in the opposite direction to
the movement of the tab. To correct an aircraft nose down out of trim condition, the
elevator tab is moved down, resulting in the elevator moving up, the tail of the aircraft
moving down, so that the nose comes up, correcting the fault.
Fixed Trim Tabs
A fixed trim tab may be a simple section of sheet metal attached to the trailing edge of a
control surface. It is adjusted on the ground by simply bending it up or down, to a position
resulting in zero control forces during cruise. Alternatively, the tab is connected to the
primary control by a ground-adjustable connecting rod. Finding the correct position for
both types is by trial and error.
Page 1-22
Flight deck controls are trim-wheel, lever, switch, etc., with the actuation of the tab by
mechanical, electrical or hydraulic means. Trim facilities are normally provided on all
three axes.
Servo Tab
Figure 27
Page 1-23
Balance Tabs
Balance tabs assist the pilot in moving the primary control surface. The flight deck
controls are connected to the primary control surface whereas the balance tab, hinged to
the trailing edge of the primary surface, is connected to the fixed aerofoil. For example,
the elevator balance tab, will be connected by an adjustable rod to the horizontal
stabiliser and is so arranged, that it tends to maintain the tab at the same relative angle
to the stabiliser when the pilot moves the elevator.
Aerodynamically, therefore, the tab is moving in the opposite direction to the control
surface and assists its movement. Adjusting the length of the connecting rod will alter the
displacement of the effective range of the tab about the mid-point datum.
Some types of balance tab have more than one point of attachment and it is possible
with these so called geared balance tabs, to alter the range of tab deflection.
The function of a balance tab can also be combined with that of a trim tab, by adjusting
the length of the balance tab connecting rod from the flight deck. This is
usually achieved by installing a form of linear actuator in the rod and is termed a
trim/balance tab
(Geared balance and trim/balance tabs will be covered later in the notes).
Balance Tab
Figure 28
Anti-Balance Tabs
Anti-balance tabs operate in a similar way aerodynamically as balance tabs but with a
reverse effect. The difference is in the way it is connected to the fixed aerofoil. It is routed
so that the tab moves, relative to and in the same direction as, the primary control
surface. The effect is to add a loading to the pilot effort, making it slightly heavier and
thus providing feel, to prevent the possibility of over-stressing the airframe structure.
Anti-Balance Tab
Figure 29
Spring Tabs
At high speed, control surfaces operated directly from the flight deck, become
increasingly difficult to deflect from neutral, due to the force of the aerodynamic loads
caused by the airstream around them.
Page 1-24
The spring tab is progressive in its operation and provides increasing aerodynamic
assistance in moving the control surface, with an increase in aircraft forward speed. The
flight deck controls are connected to the spring tab in a similar manner to the servo tab
previously described, except the linkage is routed via a torque rod assembly (or spring
box) attached to the primary control surface.
When the aircraft is stationary or flying at low airspeed the airloads are non-existent or
very small. If the flight deck controls are deflected from neutral, the rigidity of the torque
tube (or spring force) causes the primary control to be deflected together with the spring
tab. The tab will remain in the same relative position with the primary control and
consequently provides no additional aerodynamic assistance.
As the aircraft flies faster, the increased force produced by the airflow, opposes the
movement of the primary control surface from its neutral position. Deflection of the
flight deck controls in this case causes the torque tube to twist (or the spring to
compress), resulting in a deflection of the spring tab.
The tab deflection provides an added aerodynamic load which assists the flight deck
effort. The faster the aircraft flies, the greater the airflow force and therefore the greater
the spring tab deflection, resulting in a progressively increasing assistance in moving the
primary control.
Spring Tab
Figure 30
1.1.8 MASS BALANCE
All aircraft structures are distorted when loads are applied. If the structure is elastic, as
all good structures are, it will tend to spring back when the load is removed, or its point of
application is changed.
Since a control surface is hinged near its leading edge, the centre of gravity (C of G) will
be behind the hinge and as a consequence, there will be more weight aft of the hinge
line than in front of it .
In the case of an aileron for example, should the air load distort the wing upwards, it is
likely that the aileron will lag behind and distort downwards. This effectively produces an
extra upward aerodynamic force which pushes the wing up even further.
Due to its elasticity, the wing will spring back and the aileron will lag again but this time
upwards, aerodynamically forcing the wing down further than it would normally go due to
elastic recoil alone. Now the cycle is repeated and a high speed oscillation will result.
This unwanted phenomenon is referred to as flutter.
Page 1-25
Flutter can be prevented if the C of G of the control surface is moved in line with, or
slightly in front of, the hinge line. The normal way of achieving this is to add a number of
high density weights, either within the leading edge of the surface itself or externally,
ahead of the hinge line. The addition of these weights, normally made from lead or
depleted uranium, is closely controlled and calculated to ensure that the exact balance is
obtained.
This procedure of adding weights is referred to as mass balancing of the controls.
Page 1-26
Horn Balance
Figure 33
Page 1-27
Page 1-28
Page 1-2
Additionally, in any one of the fluids, speed will vary with a change in
temperature. As temperature increases, the speed of sound will increase and
vice-versa, so that in Air on a standard day at sea level (15oC approx), the waves
will travel at 761mph (661.7 knots), whereas at 11,000 metres altitude, the speed
will fall to 661mph, since the temperature has dropped to -56oC at this altitude.
Note: At altitudes above 11,000 metres and up to about 27,000 metres, the
temperature and hence the speed of sound, will remain constant.
The propagation of the pressure waves from a stationary object has been
discussed above.
When an aircraft begins to move through the air at subsonic speeds, (a speed
less than pressure wave propagation speed) the waves still travel forward and it
is as if a message is sent ahead of the aircraft to warn of its approach.
On receipt of this message, the air streams begin to divide to make way for the
aircraft but there is very little, if any change in the density of the air as it flows
over the aircraft. This warning message can be detected perhaps 100metres in
front of the aircraft.
Consequently, anyone standing ahead of the aircraft, would hear it coming and
be able to detect the change in the nature of the pressure waves as the aircraft
passed by. It would be similar to the change in the pitch of the siren of a passing
emergency road vehicle.
This is often referred to as Doppler shift or Doppler effect.
Page 1-3
At subsonic speeds, the study of aerodynamics is simplified by the fact that air
passing over a wing experiences only very small changes in pressure and
density. The airflow is termed incompressible as, when it passes through a
venturi, the pressure changes without the density changing
At higher speeds, the change in air pressure and density becomes significant and
is called the compressibility effect. When air enters a venturi at supersonic
speeds, the airflow slows down and must compress in order to pass through its
throat. Once a fluid compresses, its pressure and density will both increase.
Subsonic Airflow
Figure 38
Supersonic Airflow
Figure 39
Page 1-4
The transonic flight range encompasses sound wave velocity and consequently is
the most difficult realm of flight since some of the air flowing over the aircraft,
particularly the wings, is subsonic and some is supersonic. As the aircraft
approaches the speed of sound, the pressure waves ahead of it will be travelling
at the same speed as the aircraft and are therefore relatively stationary. They
accumulate to form a continuous pressure wave and consequently will result in
the removal of any advance warning of the approach of the aircraft.
Page 1-5
Once the aircraft is supersonic, all parts of it are considered to be above the
speed of sound and therefore travelling faster than the rate of propagation of the
pressure waves. An infinite number of pressure waves are produced and form a
cone, the inclination of which will change as the aircraft speed changes.
Mach Cone
Figure 41
Mach Number
As previously mentioned, Mach number is the ratio of the true airspeed of the
aircraft and the local speed of sound at that altitude. An aircraft travelling at
exactly the speed of sound is said to be travelling at Mach 1.
It follows therefore that an aircraft travelling at twice the speed of sound would be
travelling at Mach 2 and at half the speed of sound, Mach 0.5, etc,.
The following definitions regarding airflow and mach number apply:
Subsonic Flow Mach Numbers below Mach 0.75
Transonic Flow Mach Numbers between Mach 0.75 and Mach 1.2
Supersonic Flow
Hypersonic Flow
Mach 5.0
Page 1-6
Page 1-7
In this design, the total amount of lift lost by the shallower camber of the thin wing
is restored by making the chord longer. This is perfect for transonic cruise
conditions, but at low airspeeds, lift on a clean wing will be insufficient and so
extensive use of high lift devices (slots, slats and flaps) is necessary
Supercritical Wing
Figure 43
Adverse Transonic Effects
Even though the onset of compressibility is gradual, it begins to have a significant
effect as the Critical Mach number is approached. Unwanted adverse effects
including, buffeting, shock waves, increase in drag, decrease in lift and
movement of the centre of pressure occur.
If uncontrolled, these effects could result in the aircraft becoming difficult to fly
and to behave in a similar manner to a low speed high incidence stall, even
though the aircraft is at high speed and low angle of incidence.
Compressibility Buffet
Previously discussed has been the build up of the pressure wave in front of the
aircraft as it approaches Mach 1, including the fact that other parts of the
airframe, in particular the wing, are likely to reach Mach 1 well before the
complete aircraft does.
When this occurs the smoothness of the airflow over the wing is severely
affected. This region, as well as those on the flying control aerofoils, experience
violent vibration and so-called compressibility buffeting of the airframe. If allowed
to continue, control loss or possible structural damage can occur.
Shock Wave
Previously in the notes, the build up of pressure waves and the change from
incompressible to compressible flow as the aircraft or an aerofoil surface
approaches the speed of sound, has been discussed. Transonic flight presents
major design problems for the aerofoil in particular, because only a portion of the
airflow passing over the wing becomes supersonic.
Page 1-8
When an aerofoil moves through the air at a speed below its critical Mach
number, all of the airflow is subsonic and the pressure distribution is
predictable.The first indication of a change in the nature of the flow will be a
breakaway of the airflow from the aerofoil surface as described previously in
boundary layer control. Any turbulence resulting from the separation, will cause
an increase in drag and a corresponding reduction in the amount of lift. As speed
begins to increase, the point of separation moves forward, extending the turbulent
wake.
Page 1-9
Note: If the aerofoil is symmetrical and set at zero degrees angle of attack, the
incipient shock wave as it is called, would form equally on the upper and lower
surfaces. However, because the wing is usually set to an angle of incidence of
about 3 degrees, even a symmetrical aerofoil section would produce the incipient
wave on the top surface first.
The wave extends outwards more or less at right angles to the aerofoil surface
and is referred to as a normal (perpendicular) shock wave This normal shock
wave forms a boundary between supersonic and subsonic airflow.
As we have seen the high velocity airflow over the top of a wing creates an area
of low pressure. The shock wave causes it to decelerate to subsonic speed,
resulting in a rapid rise in pressure. The separation point and turbulent wake will
now start from this point, resulting in a sudden and considerable increase in drag
(about 10 times) and therefore a large loss of lift. Severe buffeting is likely, which
could even lead to a shock stall and the centre of pressure will be altered,
affecting the pitching moment.
This extra drag, so called Shock Drag, will be made up of two components,
namely Wave Drag, resistance caused by the wave itself and Boundary Layer
Drag, due to the increased turbulent region over the surface of the wing.
Furthermore, this shock-induced separation is likely to reduce flying control
effectiveness
The velocity of the air leaving the shock wave remains supersonic, so both the
static pressure and the density of the air increase adding to the high drag/ low lift
condition. Additionally, some of the energy in the airstream will be dissipated in
the form of heat.
As the aircraft speed continues to increase, the wave will extend outwards and
begin to move aft towards the trailing edge of the wing. A second wave begins to
form on the lower surface, as the airflow here also speeds up to supersonic
velocity
Page 1-10
As the airspeed reaches the upper end of the transonic range, both shock waves
move aft, become stronger and will eventually attach to the wing's trailing edge.
Page 1-11
As can be seen in figure 50, the transonic region has a great affect on the lift and
drag. Both values rise until Mach 0.81, when shock induced separation drastically
reduces the coefficient of lift. As speed approaches Mach 0.99, a bow wave is
forming and airflow over the wing is slowed to subsonic speeds, resulting in an
increase in lift coefficient and a reduction of drag.
Page 1-12
Page 1-13
Area rule is an aerodynamic technique used in the design of high speed aircraft.
If drag is to be kept to a minimum at transonic speeds, aircraft must be slim,
smooth and streamlined. In general terms it means that the wings, fuselage,
empennage and other appendages have to be considered together when working
out the total streamlining. This is necessary so that the cross-sectional area of
successive slices of the aircraft from nose to tail, conform to those of a simple
body of streamline shape.
Area rule is defined as: For the minimum drag at the connections,
(wing/fuselage), the variation of the aircrafts total cross-sectional area along its
length, should approximate that of an ideal shape having minimum wave drag.
Without area rule, the greatest frontal cross-sectional area of the fuselage would
occur where the wings are attached to the fuselage. Therefore, one method of
achieving area rule in this situation, is to reduce the cross-sectional area of the
fuselage, thereby cancelling out the increase caused by the wings.
Alternatively, the fuselage cross-section could be increased with the use of
enlarged sections behind and in front of the wings to eliminate sudden changes in
the cross-sectional area and achieve the same result.
Area Rule
Figure 52
Issue 1 04 Sept 2001
Page 1-14
Engine intakes on aircraft that operate in the subsonic flight range only can be of
almost any form.
The main criteria is that the airflow reaching the compressor stage of the engine
during cruise ideally does not exceed Mach 0.5. This is normally achieved by the
careful design of the intake ducts.
Obviously, if the aircraft never exceeds Mach 0.5, a parallel intake duct could be
employed, but if the aircraft is to cruise at airspeeds in excess of this, yet below
Mach 1, a divergent duct must be utilised to slow the airflow at the compressor
down to Mach 0.5.
If the aircraft is designed to cruise above Mach 1, the air entering the intakes will
be supersonic and will behave in accordance with the rules of supersonic flow. In
this case a convergent duct would be necessary to slow down the airflow to the
compressor.
However the aircraft must fly through the transonic range in order to reach
supersonic speed so both types of duct will be necessary.
One way to overcome the problem is to have moveable doors which change the
intake duct shape from divergent to convergent cross-section as the aircraft
passes through Mach 1. See figure 53. This technique can be found on the
intakes of Concorde.
Other methods to control airflow reaching the compressor is to make use of the
fact that air passing through a shock wave slows down to a lower speed. This
type of intake design is usually characterised by the bullet fairing, which on
some aircraft can translate in and out of the intake to reposition the shock wave
during low or high supersonic flight speeds. See Figure 54
Page 1-15
Page 1-16
In order to fly at high speed in the transonic range without encountering the
problems caused by the production of shock waves, the Critical Mach number
needs to be as high as possible. As has already been shown, one way is to have
as thin a wing as possible. This of course is an acceptable solution in theory, but
in practice there will be structural integrity problems, such as wing loading,
strength and flexibility.
Another way of raising the Critical Mach number without the structural limitations
is by the use of swept wings. Sweepback not only delays the production of the
shock wave, but reduces the severity of the shock stall should it occur. The
theory behind this is that it is only the component of velocity over the wing chord
which is responsible for the pressure distribution and so for causing the shock
wave to develop. The other velocity component which travels spanwise causes
only frictional drag and has no effect on shock wave production.
This theory is borne out by the fact that when it does appear, the shock wave lies
parallel to the span of the wing. Therefore only that part of the velocity
perpendicular to the shock wave, i.e. across the chord, is reduced by the shock
wave to subsonic speeds.
The greater the sweepback, the smaller will be the component of velocity
affected, resulting in a higher Critical Mach number and a reduction in drag at all
transonic speeds. Additionally sweepback results in a thinner mean aerodynamic
chord which raises the Critical Mach number even more.
Effects of Sweepback
Figure 55
Issue 1 04 Sept 2001
Page 1-17
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2.1 ACCIDENTS
Page 2-3