ACD505 Session 07

Session 07
Aircraft Lateral Static

Stability
aculty of Engineering & Technology
Session Speaker
M. Sivapragasam
1
M. S. Ramaiah University of Applied Sciences
Session Objectives
At the end of this session, student will be able to:
Differentiate two types of lateral motion of an aircraft

Derive the conditions for yaw stability of an aircraft
Estimate the hinge moment coefficient of rudder
Explain the requirements of rudder sizing
Derive the conditions for roll stability of an aircraft
Describe the effects of yaw-roll coupling
Explain directional stability of an aircraft
2
Lateral Stability
In our last class we considered the
airplane stability with respect to a
disturbance in angle of attack
This disturbance was assumed to be in a
vertical plane.
We assumed that the airplane response
in pitch was sufficiently slow so that the
pitch rate could be ignored.
In this class we study stability of airplane
to a disturbance in sideslip.
We will assume that the response of the
airplane is sufficiently slow so that yaw
3
rate and roll rate can be ignored.
Lateral Stability
4
Static Directional Stability

Static directional stability is a
measure of the aircraft's ability to
realign itself along the direction of
the resultant wind
This ensures that the disturbance in
sideslip is effectively eliminated.
A disturbance in sideslip could be
caused by horizontal gust, wind
turbulence, or momentary (small)
rudder deflection.,
Yaw Stability
6
Restoring Moment : Fin
7
Yaw Stability
8
Effect of Side wash
9
Directional Stability
10
Yaw Control
11
Hinge Moment : Rudder
12
Takeoff and Landing

During cruise, aircraft tend to turn
towards the wind in order to
minimize their drag.
Therefore, the objective is to achieve
0o yaw.
At take-off and landing this is not
possible.
The aircraft must remain aligned with
the runway, even in the presence of
a very strong sidewind.
Therefore, the rudder must be able 13
Takeoff and Landing
14
All moving Fin

Recently, the
concept of an allmoving fin has
become popular.
The advantage is
that all of the fins
surface can be
used to overcome
a sidewind during
takeoff and
landing.
15
Rudder Sizing Requirements

An airplane having an adequate level of
static directional stability and symmetric
power generally tends to maintain zero
sideslip
Rudder deflection may not be warranted.
However, under some critical conditions, it

is possible that the static directional
stability alone may not be sufficient to
maintain zero sideslip
Operation of the rudder becomes absolutely

essential.
The rudder should be designed to provide
sufficient control authority under several
16
conditions
Rudder Sizing : Cross-wind

If the aircraft encounters a crosswind
during the ground run, it produces a
sideslip.
An aircraft with positive directional
stability will tend to realign itself with the
direction of the resultant wind so that the
sideslip is eliminated.
During takeoff aircraft has to aligned to the
runway
To prevent this, the rudder should be

capable of generating a yawing moment to
counter that due to directional stability
Aircraft sideslips but is properly oriented to the17
Rudder Sizing : Engine Failure

On multi-engined aircraft, either
partial or total failure of one or more
engines gives rise to an asymmetric
power
that generates a significant yawing
moment.
If this yawing moment is not

countered by the rudder, the aircraft
will develop a sideslip
in some cases, may go out of control
because of aerodynamic roll-yaw
coupling.
18
Lateral : Roll Stability

Lateral stability is the inherent capability
of the airplane to counter a disturbance in
bank.
In level flight, both wings are in a
horizontal plane and the bank angle is
zero.
However, because of some disturbance, if
the airplane banks but very slowly so that
the roll rate is negligibly small, then there
is no aerodynamic mechanism to generate
a restoring rolling moment unless sideslip
develops.
Therefore, the airplane is neutrally stable 19
Lateral : Roll Stability

However, once banked, the airplane
develops a sideslip in the direction of the
bank because of a spanwise component of
the weight.
As a result of this sideslip, if a restoring
rolling moment is induced then the
airplane is said to be laterally stable.
Once the wings are back in level condition,
the disturbances in bank angle and
sideslip are eliminated,
airplane returns to its original, steady
level flight condition.
20
Roll Stability Mechanism
21
Sideslip Due to roll
22
Restoring moment
23
Roll Stability
24
Roll Control : Aileron
25
Aileron Example
26
Solution
27
Dihedral and Yaw
28
Aircraft With Anhedral
29
Roll & Yaw Coupling

It has already been stated that rolling
can create yaw due to aileron effects
However, even neglecting the aileron
effects, rolling produces a sideslip
velocity
This sideslip velocity is effective yaw.
This yaw is used by dihedral to provide
roll stability
However, even without dihedral, the

yaw will cause a certain amount of
restoring moment
30
Coupling Due to Sweepback

Sweptback wings are often used for
aircraft flying at high subsonic
airspeeds in order to diminish the
effects of compressibility
The airspeed seen by the sweptback
wing is the flow perpendicular to its
reference line,
not the free stream velocity.
This decreases the local free stream

airspeed but also has an effect on a
31
yawing aircraft
Differential Lift due to Yaw
The leading wing normal velocity, V nl,

is greater than that of the trailing wing,
V nt.
Therefore, the lift on the leading wing is
higher, causing a restoring rolling
32
Yaw-roll Coupling : Fin Effect

When the aircraft is side slipping, the
fin sees a velocity component normal
to its surface.
This causes a certain amount of lift
and a rolling moment around the
geometric datum line of the fuselage.
33
Lateral Stability
An aircraft that tends to return to level

flight after it has been disturbed is
considered to be laterally stable.
Factors that effect lateral stability are:
Dihedral Angle
This is the upward and outward slope of
the wing.
If the wing tip is higher than the wing
root relative to the horizontal plane, the
aircraft has positive dihedral.
Negative dihedral is termed anhedral.
34
Effect of Dihedral
35
Stability Interaction
36
Pendulum Action
37
Lateral Stability
When an aircraft rolls, the lower wing
presents a larger span as seen from the
direction of the approaching aircraft.
The effect is to roll the aircraft back towards the
horizontal.
This will always be a restoring moment.
If the restoring moment is insufficient to

restore level flight the aircraft will begin to
sideslip.
With dihedral, upper wing has a reduced
angle of attack.
The greater lift on the lowered wing will
38
restore level flight.
Effect of Sweepback
39
Effect of Sweepback
Sweepback Angle is the angle at
which the wing points backwards
from the root to the tip.
Sweepback is used mainly on highspeed aircraft and its primary
purpose is to delay the formation of
sonic shock waves
These are produced at high speeds and
cause a large increase in drag.
The secondary effect of sweepback is

to improve lateral stability.
40
Effect of Sweepback on Directional

stability
41
Effect of sweepback
When a side-slip occurs, the lower
wing presents a larger span as seen
from the direction of the approaching
air
Similar to dihedral, the effect is to roll
the aircraft back towards the horizontal.
In general, as the sweepback angle is

increased the dihedral angle will be
reduced
42
Directional Stability is displayed around
the vertical axis and depends to a great
extent on the quality of lateral stability.
If the longitudinal axis of an aircraft tends
to be parallel the flight pattern of the
aircraft through the air,
in straight or curved flight, that aircraft
is considered to be directionally stable.
Directional stability is accomplished by
placing a vertical stabilizer or fin to the
rear of the centre of gravity on the upper
portion of the tail section.
43
The surface of this fin acts similar to
a weather vane and causes the
aircraft to weathercock into the
relative wind.
If the aircraft is yawed out of its flight
path, either by pilot action or
turbulence, during straight flight or
turn, the relative wind would exert a
force on one side of the vertical
stabilizer
Basically return the aircraft to its original
44
Effect of Sweepback
Wing sweepback aids in directional
stability.
If the aircraft is rotated about the
vertical axis, the aircraft will be
forced sideways into the relative
wind.
Because of sweepback this causes
the leading wing to present more
frontal area to the relative wind than
the trailing wing.
This increased frontal area creates 45
Directional Stability Static

Static directional stability is a measure of
the aircraft's resistance to slipping.
The greater the static directional stability
the quicker the aircraft will turn into a
relative wind which is not aligned with the
longitudinal axis.
In an equilibrium condition an airplane flies
so that the yaw angle is zero.
To have static directional stability, the
appropriate positive or negative yawing
moment should be generated to
compensate for a negative or positive
46
sideslip angle
Directional Stability Static
47
DSS Weathercock Stability

The main contributor to the static
directional stability is the fin.
Both the size and arm of the fin
determine the directional stability of the
aircraft.
The further the vertical fin is behind the
center of gravity the more static
directional stability the aircraft will have.
As mentioned previously all rotational
motions of the aircraft occur around the
center of gravity.
Directional stability refers to motions
48
around the normal axis.
Stability Criteria
49
Example
1. This figure shows the variation of yawing-moment

coefficient with sideslip angle.
2. This positively sloping line indicates a directionally
stable case
50
Some observations
The moment associated with yawing
and rolling are cross-coupled,
angular velocity in yaw produces rolling
moments and vice versa.
If a pilot steps on a rudder pedal

causing the aircraft to yaw
one wing will advance and the other will
retreat.
The faster moving wing produce more
lift than the other which will cause a roll
in the same direction as the yaw.
51
This will be exaggerated by wing
Some observations
At a normal flight, i.e., steady rectilinear
symmetric motion, all the lateral motion
and force variables are zeroes.
There is no fundamental trimming
problem: control surfaces (ailerons and
rudder) would be normally un-deflected.
Lateral control provides secondary
trimming functions in the case of
asymmetry.
Effects of CG movement are negligible on
lateral and directional stability
Due to cross-coupling effect, (e.g., the
52
rolling motion will cause sideslip
Wing Contribution to DSS
53
Fuselage and Nacelle

contribution
54
Roll and Yaw coupling
55
Aileron Adverse Yaw
56
Roll Control : Spoilers
57
Frise Ailerons
The idea is to counteract the
higher lift induced drag of
the down wing with higher
profile drag on the up wing.
Frise ailerons are especially
designed to create very high
profile drag when deflected
upwards.
When deflected downwards
the profile drag is kept low.
Thus, they alleviate or,
even, eliminate adverse yaw
58
Differential Deflection of
Ailerons
The roll rate of the aircraft
depends on the mean aileron

deflection angle.
The individual deflections 1
and 2 do not have to be
equal.
Differential deflection means
that the up aileron is deflected
more
While the down aileron is
deflected by less
The idea is to counteract the
higher lift induced drag of the
down wing with higher profile
59
Wing placement effect
60
Summary
In this session following topics were discussed:
Two types of lateral motion of an aircraft
Conditions for yaw stability of an aircraft
Estimation of the hinge moment coefficient of
rudder
Requirements of rudder sizing
Conditions for roll stability of an aircraft
Effects of yaw-roll coupling
Directional stability of an aircraft
61

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Session 07

Aircraft Lateral Static

aculty of Engineering & Technology

Differentiate two types of lateral motion of an aircraft

aculty of Engineering & Technology

aculty of Engineering & Technology

M. S. Ramaiah University of Applied Sciences

aculty of Engineering & Technology

Static Directional Stability

aculty of Engineering & Technology

M. S. Ramaiah University of Applied Sciences

aculty of Engineering & Technology

Restoring Moment : Fin

aculty of Engineering & Technology

aculty of Engineering & Technology

Effect of Side wash

aculty of Engineering & Technology

aculty of Engineering & Technology

aculty of Engineering & Technology

Hinge Moment : Rudder

aculty of Engineering & Technology

Takeoff and Landing

aculty of Engineering & Technology

M. S. Ramaiah University of Applied Sciences

Takeoff and Landing

aculty of Engineering & Technology

All moving Fin

aculty of Engineering & Technology

Rudder Sizing Requirements

However, under some critical conditions, it

Operation of the rudder becomes absolutely

Rudder Sizing : Cross-wind

To prevent this, the rudder should be

aculty of Engineering & Technology

M. S. Ramaiah University of Applied Sciences

Rudder Sizing : Engine Failure

If this yawing moment is not

aculty of Engineering & Technology

M. S. Ramaiah University of Applied Sciences

Lateral : Roll Stability

aculty of Engineering & Technology

M. S. Ramaiah University of Applied Sciences

Lateral : Roll Stability

aculty of Engineering & Technology

M. S. Ramaiah University of Applied Sciences

Roll Stability Mechanism

aculty of Engineering & Technology

Sideslip Due to roll

aculty of Engineering & Technology

aculty of Engineering & Technology

aculty of Engineering & Technology

Roll Control : Aileron

aculty of Engineering & Technology

aculty of Engineering & Technology

aculty of Engineering & Technology

Dihedral and Yaw

aculty of Engineering & Technology

Aircraft With Anhedral

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Roll & Yaw Coupling

However, even without dihedral, the

aculty of Engineering & Technology

M. S. Ramaiah University of Applied Sciences

Coupling Due to Sweepback