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FO
ODELLERS
SECOND EDITION
FOR MODELLERS
All rights re serv ed . All trad em ark s and register ed nam es ac kno w ledge d . No part o f th is book ma y be co pie d,
reprodu ced or tran smitt ed in any fo rm w ithout the wri tte n co nsen t o f the Publish e rs.
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ISBN 1 9003 7 1 41 3
Front Couer. Stefan If/u rlll seen bere exercising some ofb is considerableflying skills ioitb b is 1:2 scale Pitts 51.
Stefa n brought tbe Pitts backwards, balancing the thrust oftbe engine against tbe stlffbrecze, until tbe rudder
tou ched b im! (Photo: Peter Dauison)
TRAPLET
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Acknowledgements
o n ve n tio n a lly th is is a p a ge o f syco p ha n tic
ramblings wh er ein I thank everyo ne in my life
from th e midw ife wh o d elivered m e to my
dent ist's rece ptio nist. Well , thank yo u o ne and all.
I o we my parents a small a po logy , as I rem ember
bu ying a mod el ae ro plane a nd then promi sin g that it
would be my last ; not o nce but thr ee o r four times. I
made no suc h rash pr omi ses to my wife Ann e who
unwittingly made th e mistake o f marr yin g a dormant
Ae rom od elle r, who ever since then has been e rupting
with increasing magnitude and frequen cy, sprinkling the
hou se with successive layer s o f styrene bead s, wood
shav ings, balsa dust, glass fibre stra nds and Solarfilm
fragmen ts. Sorry Anne .
As for my daughters Ron a and Shee na , if the y ever
live in Ame rica th e ir a nalysts w ill ma ke mu ch of the
socia l a nd paternal deprivat ion the y have e ndured by
being the offspring o f a fervent aero mode ller.
Passi ng q uic kly over m y educat io n a t Le n zie
Acade my, Glasgow Universi ty a nd the Hambl e College
of Air Training, the grea t mileston e in my modellin g life
was when Jo hn Mich ie had the time a nd p at ien ce to
teach me to fly proporti on al R/C aeroplanes. And it was
Brian Davies who introduced me to aeroba tics and wo rd
p rocessing, which is whe n this book ge rmina ted . I have
learn ed a grea t deal from my frie nds in the Alde rsho t
club and W'indsor Park, a nd co ntinue to learn from my
present circle of friends in Scotland . It was du e to one of
th ese , Bob McGill , th a t I became imme rsed in wa ter
plan es.
Finally , th ank yo u to Dr. Fra n k Cot on of th e
Depa rtment of Ae ro s pace Eng inee ring at Glas g o w
University wh o read throu gh th e manuscript to check
th at I wo u ld not e m ba rr ass th e Dep artm ent to o
e xte ns ive ly b y preach ing fund am enta l ae ro dy na mic
fallacies.
Foreword
ne of the first technical qu estions my son ever
aske d me was "How do plan es fly?" Well, we all
know how plan es fly .. . don't w e? Th ink again!
If you were asked that simpl e qu estion , co uld yo u give a
co ncise comprehensible a ns wer? If yo u co u ld, how
would yo u deal with the retor t, delivered by the son of
on e of my colleagues . . . "How do plan es fly upside
down?".
On e of the most fascinating as pec ts of th e modern
w orld is th e science of flight. Wh ether it be a bird ,
heli co pter , fighter aircr aft or e ve n th e marvellous
bumble bee, people ha ve always been intrigued by the
same basic qu estion - "How does it fly?". Unfortunately,
th e a nswe r is n ot a lways s traig h tfo rward a n d is
co mp lica te d b y the w id e varie ty of mechanisms a nd
physical ph enomena which interact to produce flight.
Man 's interest in model aircra ft is a lon g stand ing one.
Over the yea rs, the mot ivation for this has largely be en
recreation al altho ugh since scientific studies ha ve been
co nduc ted, most notabl y those in Ge rmany between the
Wor ld Wars. As a res ult, tod ay's aeromo de ller is a fairly
well info rmed ind ivid ua l w ho , inste ad of ask ing th e
bas ic nature of flight qu estion, is more inter est ed in how
to improve the performance of a n ai rcraft o r how to
avoid problems during fligh t. The answers to most of
these question s can be found in Basic Aeronautics for
Mod ellers.
Thi s book skillfully guides th e reade r through th e
bas ics o f a irc raft flight a n d p erform anc e before
addressing issues specific to model aircraft. Alasdair
Su the rl a n d draws on his p e rs onal e xperience as a
stude nt, a pilot, and most imp ortantly a n aeromodeller,
to pr esent fundamental informati on in a friendly and
eas ily accessib le form . He does so b y building th e
kn owled ge bas e of the read er in a steady progressive
m ann er, h ighlightin g a numb er o f co m m o n
miscon ception s along the way. In this wa y, he en sures
that the rea de r is prepared for each new sectio n of th e
book as it is reache d. Thankfully, the use of complicated
equa tions or tedi ou s derivation s wh ich, if excessive, can
ofte n det er th e laym an , is either avoided o r they a re
provided in appendices .
Th rou gh ou t th e book, use is mad e of observat ions
from flow visua lisation ex peri me nts to illustrate asp ects
of fluid be hav iour. Over the years, flow visua lisation has
been o ne of the mo st p owerful too ls in the development
of our current understanding of fluid dynam ics. Ind eed ,
smo ke flow visua lisatio n w ind tunnels are still used in
ma ny un ive rsitie s for resea rc h a n d s tu d e n t
dem on str ations. It is o bvio us th at the demonst rations
given to Alasdair Sutherland in his stude nt days had a
co nsiderable impact; after all seeing is believing!
Whether you consider yoursel f to be a novice or a
Contents
Page
Introduction
11
13
Chapter 1
Chapter 2
16
Chapter 3
20
Chapter 4
The Drawback
Drag
17Je boundary lay er. Wing drag; drag polar , effect of tbickness and ca m ber,
la m tn a rfloui sections. Fuselage drag , strea mlin ing . A bit for golfers.
23
Cha pter 5
26
Chapter 6
30
Chapter 7
35
Chap ter 8
CG and Stability
17Je CG. Stability in gen eral. Motio n ofan aeroplane. Stability ofaerop lan es in Pitcb ,
CG Position . Complica tion s. We can work it out? Simpler equations.
Va riations on tbe formu la .
.41
Chapter 9
.49
Chapter 10
Control
Rudder. Elevators. A ilerons, a ileron drag, aileron alternatives. Control su rface balances.
Control effective ness, rotational inertia, sta bility, a erodynamic damping.
Otberflying con trols, throttle, air brakes, flaps, sla ts. Control combinations, ta ilerons,
flaper ons, eleuons, V-ta il.
.56
Cha pter 11
Turning Flight
Mecbanics of turning . Turning aeroplan es, loa d f a ctor in a turn, refinem ent,
stdeslipp tng and skidd ing, drag in a turn, stalling speed. Higb aspect ratio.
Turning using rudder. Specia l effects. Wben is a rudder an eleva tor?
63
Chapt er 12
A Delicate Balan ce
Equilibrium. Tail lift to trim. Elevator ang le to trim . Ta il Setting angle .
The effec t of thru st o n trim.
67
Cha p te r 13
Glid er Performance
Lift/Drag rati o. Speed ra nge. Ae rodyna m ic da ta . Optimising performance, strea mlin ing ,
toeigbt. Iiffect ofto ind on perfo rmance, down trim , ballast.
72
Cha p te r 14
Power ed Performance
Propeller thrust, slipstrea m effects. Level flight, top speed, sta lling speed,
effect on toeigbt. Take oJ(. Clim b. Descent and landing .
76
Cha p ter 15
80
Chap te r 16
Special Cases
Low asp ect ratio, handling, CG position . Ca na rd . sta bility, CG Position ,
Tail-less aeroplane, sta bility, trim, co n trol. Multitoing, performance, CG p osition .
85
Cha p te r 17
90
Chapte r 18
Aeroelasticity
Effect on stability , ta il bend, wing twist. A ileron reversal. Wi ng divergen ce.
Aileron flutter , tbe ca use, tbe cure. 117ingflutter. Tail Flutter .
96
Cha p te r 19
Tu ck Under
Description . 77Je villa in unmasked. Wing twist. ta il bending.flexible con trols.
77Je elevator trim g rap h . Critica l speed . Tuck under speed . Getting away witb it.
Tailplane insta bility. Rem edies/or tu ck under. Conclusions .
102
Cha p te r 20
Th e Air o n th e Move
Navigatio n . Slop e lift . Tbennal lift , Windsbear a nd Win d Grad ien t. Gusts.
Mytbs a nd miscon ceptions. Momentum . Kin etic energy . A nalogies. 77Je meaning ofl ife?
109
Cha p te r 21
114
Cha p te r 22
.123
Appendices
131
A Bemoulli 's equation
B Boundary Laye r
C vortices
D Dib edral and sweep
E Usefu l Nomogra ms
143
Glos sary
Symbols, Abb rev iations a nd Co mmo n Aero dy na m ic Terms
Ind ex
145
No tes
147
Introduction
hen the cold raw wind howls down from the
North bringing grey fragme nted clouds which
sc ud low o ver th e d amp d a rk fo rbidd in g
landscap e like a demon arm y. When sheets of icy rain
deluge incessantly from a leaden sky and the puddles
join fo rces to threaten us with an oth er great flood . When
the gre at oak trees bow down to the un seen forces of
th e w ind like frightened peasants befor e th eir Gods .
When ever the outside environment beco mes hostile to
man and his aeroplane, I curl up in a cha ir by the fire
with so me books and magazines, to absorb all the fact,
fiction and folklore of o ur fascinating hobby.
It is o n nights like the se as I lie in be d listening to the
w ind howlin g or the rain lash ing o r the deathl y silence
of th e s nowfa ll that I h e ar voices , vo ices from my
pas t. They are the vo ices of aerodyna mics lecturers and
au thors a n d the y remi nd m e h o w littl e acc u ra te
knowledge of aerodyna mics is ava ilable to the ave rage
modeller, and they tell me w hose fault it is. Mine! My
fault for not writing this book soone r!
I have three main aims in wri ting this boo k. The first
is to disp el the half-truths and old wives tales passed on ,
usu ally in go od faith , into the folklore of the hobby.
I o nce ha d a very pu zzling conversa tio n w ith a
modell e r a bout th e u se of "flap s", until he cla rifi ed
matt e rs by explai ni ng that he me ant th e "bac k flaps"
(e leva tors) . So the se cond aim is to ge t us all speaking
th e sa me langu age a s fa r as p o ssible so that our
in e vit able di s cussions and a rg u me nts can b e more
meaningful.
The third aim of my book is an introduction to aerodynam ics so that you ca n understand how to make use
of th e data available elsewhere wh en designing your
own mod els . Und erstanding some simp le theory will not
turn you o vern ight into the design e r of the most elegant
and super-efficient models (that still requires experience,
in s piration a n d talent) , but yo u ca n le arn what is
p o ss ibl e und er the laws of Ph ys ic s , a n d w h a t is
impossible - unlike the alche mists of o ld w ho was ted
their lives trying to turn lead into go ld .
Now let me plea for pati ence es pecially fro m th e
more knowledgeable readers. I have started off with a
simple , rosy , idealised view of the wo rld and I introduce
the rea l co mplications little by little.
11
Chapter I
Basic AeronauticsforModellers
Newton's Laws
If a body is in "equilibrium" it is e ither at res t or
moving at co nstant speed in a straight line (tha t is, not
acc elerating). Man y years ago Sir Isaac Newto n put into
wo rds three funda mental Law s of Motion .
1. The first says that a bo dy wiII be in eq uilibri um if
a ll the fo rces o n it cancel ou t, Le . if there is n o
resultant force .
2. The second says th at the force nee ded to cause an
acceleration equals the mass times the acce leration .
3. Th e th ird is the old favo uri te ab o u t each fo rce
ha ving an eq ua l and opposite rea ction.
Inertia
When yo u kicked the canno nba ll in sp ace , it app lied
an eq ua l and opposite fo rce to yo ur foot. Tha t kind of
for ce is ca lled an "inertia force", and is the for ce w ith
which a body res ists being accelera ted . Similarly, w hen
yo u catc h a ba ll yo u appl y a force to s low it do wn ,
overcoming its "ine rtia" which makes it wa nt to carry on
the way it was go ing .
Vectors
A riddl e! The re was a car sitting on a level roa d with
th e brakes off and three men pu shing it but it wasn't
mo ving! Why not? One w as pu shing the front, o ne the
back , and o ne was pushing the side. An important little
de tail!
Any quantity w hos e direct ion must be specified as
well as its a mou n t, for exa m p le for ces, is ca lle d a
"Vector". O the r examp les of vec tors are distance moved,
acceleratio n and velocity. I prefer the word velocity to
speed because it is a rem ind e r that it is a ve ctor.
13
_....
..
. .: . .......
10
Moment
A
14
Figure 1.3
Figure 1.2
B
100
Easterly Co mponent
Nortbernly
Component
50
10
J:
Figure 1.4
5
4
10
Mo ment = 5 .'\" 10 = 50
Win d
I co uld have used th e w ind as another exam p le on
vec tors. To find the e ffec t of th e wind , just ad d th e wi nd
vector to th e ae ro p la ne 's ve loci ty ve ct or to ge t th e
15
Chapter 2
Wa tching th e Airflow
It is interesting to watch the flow in a smo ke tunnel ,
wh ich is a specia l low speed wind tunnel in w hich many
s ma ll s tre a ms o f s mo ke a re fe d in to t he ai rstream
up wind o f th e wi ng. T h e t h in s t re a ms o f s m o ke
travellin g wit h the air as it flows over the wi ng help to
visualise the airflow . Figure 2.2 is a dia gram sho wing a
typ ical flow pa ttern aro und a win g. Th e lines sho w the
position of the smo ke streams . Th is is a co mmo n way o f
s ho w ing a n airflow a nd th e lin e s drawn a re ca lle d
"streamlines" .
Strea mlines are lines drawn in the direction of th e
airflow suc h th at no wh er e does th e air flo w across a
line.
As the airflow approaches the Lead ing Edge (L.E.) of
th e w ing it s p lits in two, part going a bove a nd p a rt
below. The strea mline which d ivides the air w hich w ill
go over the w ing fro m the air whic h w ill flow unde r it
meets the w ing at poi nt A. Air molecules flo win g exactly
alo ng th is line will me et th e wi ng hea d on a n d be
b rou ght to a d e ad s top a t A. Po int A is ca lled th e
"stagnatio n poi nt" becau se the air's ve locity is red uced
to ze ro.
.
Wa tching th e s mo ke st rea ms over th e top surface
very closely, it ca n be seen that the air speeds up as it
Definitions
Figure 2.1 sho ws th e cross-sectio n o f a wing. Th e
straig ht line from the ce ntre of the leadi ng edge (L.E.)
the trailing edge (T.E.) is the chord line . The len gth of
the chord line is the cho rd of the w ing (the w ing tip to
wi ng tip distan ce is the spa n) . Th e maximum distan ce
b et w e en th e to p a n d b ottom su rfaces is th e win g
th ickness , usu all y ex p ressed as a percen tage o f th e
cho rd. The line drawn midway be tween top an d botto m
surfaces is ca lle d th e mean line or ca mber lin e . Th e
maximu m distan ce between the mean line and the cho rd
line is the ca mbe r of the sec tio n and it too is give n as a
pe rce ntage of th e chord.
Th e leading edge is always smoothly ro unded and
the trailin g edge is always sha rp.
A typica l test wing fo r a w ind tunnel has a uniform
chord and aerofoil sectio n from o ne e nd to the o the r
and fits e xactly in th e
width of th e tunn el
F ig ure 2.2
wh ich do es a wa y with
th e co mp licat ion of tip
effec ts w hich w e don 't
need at this stage.
I s ha ll give you fair
w arning w he n I come
to a win g w ith tips. For
the mom ent the flow is
ass ume d to be the same
a t an y p o sit ion a lo ng
th e s pa n ( two dimensional flow).
Figure 2.1
Cam ber L ine
Ca ll/be"
. L E.
Chord Lbw
T.E.
16
~
---------------
Pressure Variation
You can 't get a change in velocity wi thou t a pp lying
a force (Newton's First Law). The on ly force ava ilable to
t h e free air is its press u re so th e p re s su re mu st
be changing as speed cha nges across the chord of the
wing (See App en dix A, Bern oull i's equation) .
If we wish to measur e accurately the pressure cha nges
we have dedu ced mu st
b e occurri ng o ve r o ur
Figure 2.5
aerofo il, we ca n drill a
row of tiny holes in the
top and bo ttom surfaces
and connec t eac h one to
a p re ss u re measur ing
d e v ice . Eac h pres su re
meas ured ac ts at right
ang les to th e surface at
th e po int w he re it was
measured . The pressur e
is, as ex pected , less on
th e upper surface th a n
on th e und e r s u rf ace
a n d th e re is a h igh
pre s su re p e ak a t t he
stag na tio n p oint w here
---
17
Figu re 2.6
Ail flow
~
Figure 2. 7
Ailflow
~
,,
,,
,
,,
,
,,
,
,
c.r.
Figure 2.8
lV
18
P V2 5 x co nst.
Figure 2.9
Figure 2.10
! 1I t
Basic Aeronautics forModellers
t t t t
~
19
Chapter 3
Definitions
Figure 3.1 s ho ws a wing se ctio n in an airflow. Th e
angl e between the chord line and and the airflow is called
the angle of attack . It is usually represent ed by the greek
lett er a (alpha). Occa sionally a different datum line is
used instead of the cho rd line. It may be a straight line o n
the und erside of a flat bottom ed or und ercarnbered Wing,
or the wing 's zero lift line. As the nam e suggests, if the
airflow is parallel to the ze ro lift line, the lift is zero (usefu l
in mathem atical formulae).
Th e inciden ce of the wi ng is the a ng le betwe en its
cho rd line (or oth er datum line) and the fuselage datum
line . It bears no relation to the airflow and angle of attack
at all. It is just a riggin g angle. It may be measured o n the
aeroplane with an incidence meter or on the plan with a
protractor. Those are the usu al definition s and I shall stick
to t he m , but it is not uncommon to see th e w ord
incide nce used mea ning angl e of atta ck .
0< =0
Figure 3.1
~"~ _ _ ~
Zero lift l .
Direction of Motion
""
A ng le ofAttack
(measured from z ero lift U1Ie)
20
, ,
A ngle ofA tta ck
(measur ed f rom
c h o r d U1Ie)
li n e is DOW N in t h is
case the ang le of attack
is a negative ang le (for
e x a m p le th e a ng le o f
attack for ze ro lift on an
Eppl e r 19 5 s ectio n is
g ive n as - 3 d e gre es) .
The zero lift line (ZLL)
d rawn on the w ing is by
definitio n parallel to the
airflow .
At p o int D th e lift
c oe ffic ie n t is C Lm a x
w hich is the maximum
lift coe fficient wh ich the
section ca n prod uce and
oc curs at as the stalling
angle of attac k.
The Stall
Figu re 3.3
Figu re 3.4
----:----c-_ _ _.~~
ZLL
-0<;[ - - - - - - - - - - - - - - -
Figure 3.5
At points C, D and E
the w ing is mounte d as
in Figure 3. 5 wi t h a
la rge p osit ive an gle o f
a ttack but s o m e t h in g
stra nge happe ns to the
lift in this a rea. As a has
be e n incre ase d , th e lift
Di rection Of Mo tioll
h a s bee n increa si ng
s te a d ily in proportion
but now it su ddenly reaches a peak and drops off again .
towa rds the lead ing edge , Figure 3.7. At this poi nt the
The p henomenon whereby lift d rop s beyond a certain
wing is fully sta lled (p o int E on Figure 3.2) . The a ir
angle of attack, rather than incre asing as before, is called
makes no atte mp t to fo llow the w ing's top surface but
the "STALL". The wing is said to have sta lled be cause it
breaks up into tur bu lence. The result is a reductio n in
c a n n o t be p e rsu a d e d to pro d u ce a ny grea te r lift
lift coefficient. Note that there is still q uit e a lot of lift,
b ut less th an the re was when the ang le of attack was
coe fficient.
just less than the sta lling angle.
The Reason
To find th e reasons in the ai rflow fo r th e stall it is
back to the smo ke tunne l. At sma ll ang les of attack the
airflow over the wing is smooth but as an g le of atta ck is
incre ased there co mes a po int wh en the flow starts to
break away be fore it gets to the trailing edg e , Figure 3.6.
The air ca n't quite mak e it down the back of the ae ro foil
so th e smooth flow e nds as the st rea m lines a bru p tly
br e a k away , o r "se p a ra te ", fro m th e s urface a t th e
"separatio n point".
If th e angle o f att ac k is increased e ve n mo re the
se pa ration point mo ves progressive ly fu rthe r for wa rd
Variations
Different sec tio ns have different sta lling characteristics
d ep endin g u p on th e ir th ick n e s s , ca mber an d th e
s harpness o r b lun tness o f th ei r le ad ing edges . So me
s e ctio ns mi ss o u t th e Figu re 3.6 stage a nd th e flo w
se pa ration starts suddenly at the le ading edge giving a
ve ry abr up t s ta ll as in Fig u re 3.8 (NAC A 230 12 for
ex a mple). Ot hers hav e a mor e progressive sta ll as in
Figure 3.9 (fo r exa mple NACA 4415).
In th e specia l case of a n un c a mb ered ( i .e .
sy mme trical) wing sectio n, the graph of lift coefficie nt
Figure 3. 6
:~
Basic Aero na uticsfo r Modellers
21
Figure 3. 7
---==
is just w hat yo u expect, and of co urse it perform s just as
we ll inverted .
Any sec tion will have a graph like Figure 3.10 if the
ang le of attack is measured from the sectio n's ze ro lift
line. It is merely a case of mov ing the vertical axis alo ng
to where the lift is zero . Then, for the straight bit of the
graph below the stall, the lift coefficie nt equals the slope
of the line times the angle of atta ck . Co nve nie ntly it is
found that CL = 0.1 per degree (a pprox) for all aerofoil
sections. I sha ll use this idea in th e cha pte r on Pitch
Stability.
F igure 3 .8
Notice To Airmen
0<
against ang le of atta ck will look like Figure 3.10. Th at is,
the lift coefficient is zero at ze ro angle of attack , which
F igure 3.9
Figure 3 .10
0<
22
0<
Chapter 4
Drag Polar
Knowi ng the drag of a wing at a ce rtain angle o f
Wing Drag
In th e w ind tun ne l
eac h aerofo il sec tion
ca n be tested to find its
drag by s im p ly me asu rin g it o n a ba la nce .
Using the formu la at the
e nd of Chapter 2 the
drag coefficient can be
23
Figure 4.1
01.
Figure 4.2
Figure 4,3
Cl)
Fuselage Drag
24
Basic AeronClutics/orModellers
Streamlining
Pressur e drag ca n be
m in im is ed b y c a re fu l
"s tre a m lin in g " of th e
b o d y , that is sh apin g
th e bod y s uc h that th e
stre amline s in th e a irflo w foll ow th e sha pe
of the bod y rath er than
break ing away from the
s u rface to leav e a
turbulent wa ke.
For ex ample su ppose
the dra g o f a flat disc at
right an gles to th e airflow is 100 unit s. Th e
drag o f a sphere of the
sa me d iam eter w ould
be o nly 45 units whil e
Scale a ircraft like this SkJ1walker often use wheel spats which significantly
th e dr ag of a ca re fu lly
reduce profile drag.
streamline d body, agai n
o f th e sa me d iameter , co u ld be reduced to o n ly four
size of the turbul ent wak e whi ch reduces pressure dr ag
by a subs tantial amount. It mor e than co mpe nsates for
unit s. Yes, the profi le drag of a strea mline d body ca n be
redu ced to onl y fou r p er cen t of th at of th e sa me
the slight increas e in sk in friction drag. Hen ce the ball
dia me ter of flat disc.
goes further for a given clout. See Figure 4.4.
Th e drag d ue to t h e wake c a use d b y th e flo w
/
se pa rating from the surface is so mu ch more important
than th e sur face fricti on dr ag in th e boundary laye r,
wh eth er laminar or turbulen t.
A Bit fo r Golfer s
Why , yo u are w ond erin g , d oes a go lf b all h av e
dimples? Well as it flies through the air at grea t speed, it
has a boundary layer.
The d impl es are there to e ns ure that it is a turbu lent
boundary laye r, as turbu lent boundary layers cling to the
surfa ce lon ger before they se parate . \'(Thich red uces the
Figure 4.4
Smooth Ball
Turbulent Wake
..
Dimpled Ball
25
Chapter 5
Figure 5,1
C~ILE
Nose Up
0( 0
0(
Nose
Doum
D
Centre ofPressure
If the lift and drag and the moment about a known
point like the le ad ing edge are known, then the position
of the Cen tre of Pressure (CP) ca n be calcu lated . As yo u
Figure 5.2
26
kn ow , th e CP m o ve s
around and Figure 5.3
shows th e trend of the
movem ent. Th e Centre
of Pressure moves forw ard o n th e wing as
a ng le o f a tt ac k is
increased . It nearly get s
to th e qu arte r c h o rd
p o sit ion but then the
s ta ll m ove s it ba ck
ag ain .
At th e other end a
c u rio us thing happ ens . Wh en CL is ve ry
small the Ce n tre of
Pressure dis appears off
th e ba ck of th e wing .
Th at
ca n
happen
be cau s e
it
is
a
mathema ti ca l
con ve nience , no t tied to the
wing ' with a piece of
string . The distance of
th e ce ntre of p ressure
behind the leading edge
is ca lculate d by dividing the momen t ab out the leading
edge by th e lift coeffic ie nt. Wh en th e lift coeffic ie nt
becom es very very sm all, the answer becomes very very
large . When the lift is zero, the answe r is infin ity! You
ca n imagine that the ide a of a min iscu le force a gigantic
distan ce be hind the wing wou ld have the sa me effec t as
the pressure distribution in Figure 5.2. Lift is defined as
the co mpone nt of the resultant force at right angles to
the a irflow so in Figure 5.2 there is ze ro lift.
Aerodynamic Centre
In the spe cial case of a symmetrical aerofoil there is
no mom ent at zero lift, and wh en th e CP position is
calculated it turns out to be at abo ut the quarter ch ord
point at all angles of atta ck right up to the stall, w here it
moves back a bit as before. A fixed poi nt like this is so
much more sa tisfying . It can be marked on diagrams ,
and you can take moments abo ut various points an d do
little calculations (if that
is what turns yo u on) .
Wou ldn 't it be just
Figure 5.3
thri llin g if we cou ld
d o th a t for cambered
_ ___ __ __ J_
I Stall_
sec tions as well?
C Lll ltu :
We ll , Figure 5 .4 is
just like 5.1 exc ept that
in ad d itio n to th e moment about the leading
ed ge , it also shows th e
g ra p h of the moment
a bout th e trailing edge
as w ell. This lin e al s o
passes through point A
s ho w ing th at th e zero
lift mom ent is the sam e
no matter abo ut which
point it is measured. The
onl y difference is t h e
slope, wh ich is now the
: .1 1
I am a mathemati cal
~ co ncep t y ou knoui
CP "'"'"
~ Ch o rd
CP Position
27
Figure 5.4
/
/
/
z
/
,
\
III Bettoeen
Figure 5.5
(
28
AC
Figure
5.6
Cambe,. Line
Ma.'\: Camber
Cb o r d Line
t
Il(/If
Th ic k ness
Distributton
Tbickne ss
29
Chapter 6
F igure 6.1
er
Figure 6.2
Fig u re
6.3
dV
dV
dV
..
30
dV
Figu re 6.4
~ Loto Pressure
( ~Wi"gTiP
LE
I
I
,
I
TE
vortices do not just end, they trail off in the flow behind
th e wing tips . Th ese vortices a re ca lled the Trailing
Vortices . They would go on for ever if the air 's viscosity
did not dissipate them an d absorb their energy. I have
watched th e condensa tion trails of a Boeing 747 st ill
gently rotating when fo llowing 2000 fee t be low and
n ine teen miles be hind .
There is another eq ua lly valid way of loo king at these
trailing vor tices . At o ur newly acquired w ing tips , the air
p ressure is lower above the w ing than below. The air
inevitably tries to go from high pressure to low , arou nd
the tips, whic h gives rise to a degree of spanwise flow ,
outward on the lo wer surface and inward on th e top.
The trend co ntinues to a decreasing extent some way in
from the tip . Wh en the to p and bottom flows re unite at
the trailing edge , th ey are mo vin g in slight ly di fferent
directions, sligh tly outward on the un derside and slight ly
inward on top.
In Figure 6.4 I have tried to show th e result of all th is.
Along the trailing edge, especia lly near the tips, vor tices
are formed which all roll up togeth er to form one la rge
vortex trailing beh ind each wing tip .
er
31
Figure 6.5
AR = Infinite
AR = Infinite
,.-,6
.>: "\
//
,'
1/ /
. . --, 3
,/
I,'
1//
1:/
'
,:
1,/
'
~,r
:~
The Reason
This sho rtfall in p erformance is caused by the trailing
vortices whic h create a reg ion of descending air be hind
the w ing, a fter all the energy to crea te the m mu st be
p aid for so me ho w . Th at th es e vo r tices a ls o c a use
d ownwash in the airflo w as it ap proaches the wing ca n
be proven by the ory , or dem on strated at hom e by filling
a tall glass w ith wa ter and placin g a few g rains of rice at
the bottom . \Vith a spoo n , stir the wa ter in the glass near
the top and yo u w ill soo n see th e rice g ra ins begin to
..
"..~
..
.
32
~. .
. C'"
Figure 6.6
Measw'ed
Cl.
Real
Real Lift
Cl.
---
---
Doumuiasb All
-------=======:----Undisturbed Ab'
Complications
Figure 6.6 shows the airflow at o ne particul ar place
on th e wing . Near the tip s w here th e vortices a re
centred the downwash is grea ter than o n the ce ntreline,
as in Figure 6.7. Th us o n th is recta ng u lar wi ng each
point from the roo t to tip has a d ifferent "real" o r "local"
Figure 6.7
Direction OfMotion
Wi1lg's Apparent
Angle OfAttack
Root Doumuias
Tip
Cl.
Direction OfMotiotl
WhIg's Apparent
Angle OfAttack
Tip Doumuiasb
33
F igu re 6.8
~ -- -- ~Airfloto
Simpiifications
Thi s looks like a cla ssi c case for the bla ck box
system . I shall draw an imaginary black bo x around the
wing and care not a wh it for wha t is happening insid e .
Air e nte rs th e fron t of the bo x a nd co mes o ut o f the
back an gled d own slightly by the downwash, Th e angle
of attac k is mea sured between the direction of motion
and a referen ce line d rawn o n the outside of the box.
Th e refer en ce line may be e ither the cho rd line at the
ro ot sectio n o r th e ze ro lift lin e of th e who le w ing .
Th er e is a Lift for ce perpendicu lar to the d ire ction o f
motion and a total Drag for ce , including induced d rag,
op posi te to the d ire ction of motion. Th e re w ill be an
overall Centre o f Pressur e but I wouldn't care to guess at
its p ositi on so I prefer to p ut th e lift a t th e w in g 's
ae rody na mic ce ntre (25% mean chord) and apply a ze ro
lift pit ch ing mom ent. See Figure 6.8. \Xrhe n I refe r to lift
coefficient , or drag coefficient, I mean an ave rage for the
wh o le win g wor ke d o ut fro m tests and th e Cha pter 2
formula e .
The lift co efficient Cl. is the overall average for th e
wh ole w ing and has a ca p ital L su bsc ript. Its grap h will
still be a familiar sha pe but need not be the sa me as the
section's curve . The wing would hav e to be tested to get
acc ura te graphs but a re asonable guess could be mad e
by making "allowances" for as pect ratio, tap e r and twi st.
Th e slo pe of the straight bit will dep end o n the as pect
ratio (as in Figure 6.5). And the position of aD and the
stall will dep end o n the wing's planforrn a nd twi st as
mu ch as its sec tio n.
34
Grou nd Effect
Lo oking at Figure 6.6 you probably thought that the
wind tunnel wall s would co nstrain the downwash effect,
and yo u we re right. Th e ind uced drag of a finite Wing
will be underestimat ed in a wind tunnel becau se th e
do wnwash is reduced .
Th e sa me thing will happen if an aeroplane is flown
very low over the gro und . Th e proxim ity of the gro und
will reduce th e downw ash and therefore th e ind uced
dra g will be reduced . Th e effec t is to prolon g the flare .
For this rea son , flight testin g mod els with in a few win g
cho rds of the grou nd will give misleading result s.
Chapter 7
Local Angle of
Attack
We m u st a fte r a ll
p e e k ins ide th e b la ck
b o x d e si gn e d to o b sc u re a ll thi s co m p licati on . O n o ur usu al
recta ngular wing wh ose
c ho rd, sectio n a nd in ci de nce a re th e sa me
fro m ro ot to tip t h e
load ing , show n o n th e
rig ht of Fig u re 7 .2 , is
ne ithe r rectang ular like
th e pla nfo rm no r e llipt ica l as s h o w n b y th e
Figure 7.3
Loading
-s
Ltfr/Untt Sp a n
35
Fig u re 705
Double Taper
Taper R a tio OS
----
--
Loading
Local Cl
M ax
36
Figure 7.6
Root
Washollt
of a tt ac k near th e
tips b ecomes greater
than ov e r the inboa rd
s ect io n s, the tips beco me overloaded , and
efficiency is again lost.
Another slight decr ease in the K fac tor
may be had by building
a wing with a do uble
taper , wh ich is very
littl e e xtr a trouble esp ecially if the wing is
too long to build in
o ne piece anyw ay . See
Figure 7.5. Th e double
tap er ed planform gives
a n a re a dist ribution
even closer to tha t of an
ellips e a nd so is more
efficient still.
Lift/Spa"
: LOllJ
1 Speed
1
I
1
1
1
1
1- _ _
Local C,
Load ing
".. - - -
High
Speed
....
....
....
....
Ma~:
Tip
Tip
Tips talling
If the lift distribution is of the ide al elliptical sh ape
then the local angle of attack will be co nstant along the
spa n . Theoretically the w ing sho uld st all all the wa y
along the wing simultaneously. But the inevitable slight
imp erfection or dirt or even a twitch of aile ron means
that o ne side will stall before the o the r. Eve n if just the
outboard portion of one wing stalls first the effect of the
diffe ren ce in lift and drag between one wing an d the
other is a vio lent ro ll, a "w ing drop". Because of its very
efficiency , an elliptica l wing is lik ely to drop a wing
when it stalls, and pilots just don't like aeroplanes w hich
flick themselves upside down un expectedly.
On a constant chord wing the local an gle of attack is
least near the tip. The airflow approaching the wing is
"tw isted" down at the tips ensuring that in stea dy flight it
is most unlike ly to tipstall. But e ith e r surface
irregularities or turbulence or a rudder input, if seve re
en ou gh , can produce a tipst all on mo st wings . Of course
avo iding tipstalling does not mean that a win g will not
drop at all. Even a root stall o ne sid e at a time will give
a ro ll, bu t nothing too violent.
A tap ered wing's characteristics will be between the
two , dep ending on the tap er ratio. The more taper, the
more lik el y is a tipsta ll. If th e taper on a wing is '
ex ce ssive (ta p e r ra tio 0 .4 or le ss) then a tipstall is
in e vit abl e as the local angl e o f a ttac k is greatest
o utboard.
In Fig ur e 7.4 I have shown the spa nw ise position
wh er e local Cl is a maximum, and this is where the wing
should stall first (assuming co nstant sections).
Washo u t
If a wing is twisted such that the incidence decreases
toward s the tip , that is called "washo ut". Cl deliberately
use the word incidence because th e angle of attack will
depend also up on the variatio n of the downwash .) See
Figure 7.6.
Th e o pp os ite twist is, logically, called wash in. We
mod ellers use washout as a cure for tipstalling . Twisting
the leading edges down at the tips allow s them to fly at
a lower angle of attack so hopefully the roots will stall
first.
Another effect of washout is to shift some of the lift
inboard o n the wing (Figure 7.7) . Th e effec t of that will
obviously be to increase the indu ced drag factor, K. The
tips m ay e ve n be lifting downward a t high speed .
Adding washout to an efficiently tapered planform takes
aw ay so me of its inherent efficien cy.
Consid er the effect of wa shout o n the gra ph of lift
against ang le of a ttack for the whol e wing. In Figure 7.8,
if line A is for an untwisted wing, then line B sho ws the
effec t of the sa me w ing of con sid erable washout. The
an gle of attack has been mea sured aga inst the chord line
at the ro ot. The root has to be rotated to a higher angl e
of atta ck to achieve the same overall lift becau se the tips
start off lifting downwards.
The stall is very mild and prolonged bec ause it starts
at the root and works its way gradua lly towards the tip
as angle of atta ck is increased. As th e lift on the tips is
increasing , th e lift on th e roots is reducing, and the
maximum lift de veloped by the wing is much less in
case B. That means that , although th e stall is gentler, the
stallin g spee d will be high er.
37
--
-------=---_.
~t;;(J_
<
...
Sweepback
Aerodynamic Washout
A similar effec t to wa sh out can be obtained by using
a tip sectio n wh ich stalls at a high er geomet ric a ng le of
attac k than the roo t, keep ing their ch o rd lines parallel as
in Figure 7.9.
Th is effec t is called "aerodynamic washo ut" since, as
a is increased the roo t section w ill re ach stalling an gle
first.
Figure 7.10 is a d ifferent app roa ch to the pr obl em.
We ha ve design ed a wi ng wh ich is efficient becau se all
Figure 7.8
A
.. ...
Tip
Washout Angle
38
1:---
Figure 7.9
Root
Tip
I
I
I
Ti
I
I
I
I
I
I
I
Root
Aerodynamic
Waskrout
~
I
I
I
I
a
tenden cy to flow out alon g a swep tbac k win g towards
th e tip s which reduces th e lift. Th e tenda ncy ca n be
counterac ted by using win g fen ces o r notch es etc.
Mean Chord
What does one use as the win g chord mea surem ent if
the w ing is tapered and swe pt? The cor rec t va lue to us e
is w hat ae ro dy namicists ca ll th e "Me an Aero dy na mic
Cho rd " CM.A.C. fo r sho rt) o f th e wing. It need s rather
co m p lic a te d math emat ics to d efine a nd ca lc u la te it.
However it may be fo und graphically.
Graphical Methods
Figure 7.11 shows a g ra p hical w ay of find ing th e
ce ntro id of a swept tap ered wing. Draw the w ing o ut to
scale and square off the wing tip .
Now join th e midp oint o f th e tip c ho rd to th e
midpo int of the root cho rd . Extend the tip cho rd forward
by the am ount of the root chord to po int A. Extend the
root cho rd aft by the am ount of the tip cho rd to point B.
Figure 7,10
Tip
"
""
"
""
"
""
"
""
"
""
,,- .... ,
""
-- -,, ,Tip
I
I
I :
Tip
I I
..
~
I
Tip
d:=
I
I
Root
+=+:::,..
C-R-oo-t-~
0oot:~
I
I
I
I
Root
I I
0<
0<
39
Gliders
Figure 7.11
Willg Centre Line
Half Span
~---------------------------------------~
I
C,.'
A
\
,,
I
I
I
Indu c ed dra g is
ve ry s ig n ifica nt, th erefor e gliders use taper ed
w ings , if possible double
ta pere d . Th e y a lso use
as high a n aspe ct rati o
as po s sibl e to re d uce
induced drag.
Howe ver th ere ma y
be occasions wh en co ntest rule s ma ke the high
as pec t rati o le s s n e cessa ry (see c ha p te r o n
Re ynolds Number).
I
I
I
I
I
I
,,
,,
\
,,,
I
,c"
,
Cl
I
I
I
I
\
\
\
I
I
I
ic,
Trainers
It is imp ort ant that a train er sho uld not tipst all eve n
when p rov ok ed by rough handling , and it mu st be easy
to build . For these reasons a co ns tant cho rd un swept
win g of mod est Aspect Ratio is usuall y employe d . The
loss o f aerody na mic efficiency is unimportant.
Scale
Scale mod els leave no cho ice of taper ratio , as pect
ratio , o r sweep . If the tip chord is less than two third s of
th e roo t c ho rd , or if it is e llip tica l, th en a co u p le of
degrees of was ho ut would be prudent, more if the w ing
is stee ply tap ered . The scale mod eller ad justs the amo unt
of washout to achie ve the kind of handling he prefers.
Aerobatic
The "Pattern ship" mu st above all be pr edi cta ble . It
mu st not tipstall accide ntally a nd ye t it mu st sp in reliabl y
wh en co mma nded with rudder co ntrol.
It mu st fly as well invert ed as upri ght and so was ho ut
is undesirable . For these re ason s a tap er ratio o f 0.55 to
0.65 is usually employe d. Any sweepba ck would o nly be
for aes the tic reasons, altho ug h I have heard it sa id that it
help s the rolls and disgui ses aerobatic er rors.
40
Chapter 8
CG and Stability
T
Figure 8.2
41
Figure 8.3
2
00
Wh at the final o utco me will be afte r a time has e lapsed
will depend upon the dynamic stab ility.
If a bod y (ball or aero plane) is statica lly stable like
the ball inside the \'{ro k, we may investigate its dyn am ic
sta b ility . If the ball is hel d four inch es up th e inside
surface of th e Wok and re leased , it w ill return to the
ce nt re bu t will overshoot and go up the other side say
thre e and a half inch es , then down and u p three inc hes
e te. until afte r a while it w ill settle in the centre . It is
thu s dynamically sta ble d ue to the damp ing force ca used
by the rolling resistan ce . If the Wok wer e full of wa ter it
would have grea ter da mping (wa ter, damping, o h neve r
mind) w hich wo uld increase the dynamic stab ility and
the ball wou ld se ttle in the ce ntre more q uick ly.
Figure 8.4 shows the kinds of stability graphically.
T h e dynamic stabilit y o f a eropla n e s is a very
co mp lica te d subject which I do not want to d iscuss.
Suffice it to say that to a large ex te nt it depends upon
the a ircraft havin g sufficie nt aerodynamic damping, or
resistance to pitch ro ll and yaw motion s, which I sh all
me nti on lat er, in Cha pte r 10. Th e rema inder of this
cha pter is about Static Stabili ty.
Motion of an Aeroplane
An ae ro plane is free to move in thre e d imen sions. In
Figure 8.5 I ha ve d rawn the thr e e axes o n an ae roplane
and ca lled them forwa rd side ways and down . Th e axe s
Figure 8.4
// Statically Unstable
[diuergent)
/
/
/
/
Dynamically Stable
.... - ....
Time
Statically
Stable, but
Dynamically Unstable
42
YllW
Vertical Axis
DOW1l
CG
w
the distance between their aerocentres. Notice also that
the further the CG is ahead of the NP the greater the
stabilising moment.
CGPosition
Achieving a good balance between the stability and
controllability of an aeroplane is partly achieved by
correctly positioning the CG. A compromise has to be
reached whereby the aeroplane is safely stable and is
also easily controllable.
The Correct CG Position is what feels good during
flight testing, and will vary according to the purpose of
the model, and the ind ividua l preferences of the pilot.
You will usually get a CG position from a plan , or
perhaps a formula, but that does not make it exactly
right. It is just a starting point.
If an aeroplane's CG is too far aft it is very sensitive
to small elevator movements and small elevator trim
changes . It needs little or no down elevator to hold
inverted. There is a dangerous tendency to over-control
43
If th e tail are a is a
fifth of th e win g a rea
th en its Xtra Lift should
b e a fifth th at o f the
wing and like in Figure
8.8 the Neutral Point will
be a sixth of the tail arm
a ft of th e wing' s aeroc e n tre ( ta il a r m is th e
di stan ce b etwe en th e
aeroce n tre s , or quarte r
c h o rd p oints , of w ing
and tail) .
+XL
CG
Aerocentre
Mo (=L.x)
Complications
the aerop lane and a real risk of sp inning o ut of contro l
o r overstressing the wing.
If its CG is too far forw ard the model's response to
e le vato r co ntro l will be sluggish , it will hold inve rted
o nly with large amo unts of down elevator - if at all and it will be d ifficu lt or imp ossible to stall and spin. It
will also pitch ex cessive ly with speed changes.
The CG is cor re ct when the aircraft handles just the
way you like it. But yo u ha ve to start somewhe re , and
the nearer yo u can get it in the first pla ce the better.
Th e parameter wh ich governs the stab ility is denoted
Kn a nd in our simplified theory may be ca lled the CG
Ma rgin , St ati c Margin , Stability Fa ctor or Stability
Margin, which is th e one I sha ll us e as it se em s the
most descript ive .
The ph ysical meaning given to the stability margin is
the distance betwee n the aeroplane 's CG and its Neutral
Point (N P) . Kn is g ive n a s a d e c im al fra ction , or
percentage, of the mean chord of the wing. A suitable
figure for Kn is fro m 5% to 25% of wing mean chord
with an optimum in the region of 10% to 15%. That is all
we have to do then. Find the NI' and put the CG 15% of
the chord ahead of it!
Figure 8.8
.L
(=LII'
LrJ
lV(=L)
Figure 8.9
A XL = 6
I
Distance 36
-1 -- - - - --- I
30
44
this wake the n its lift increase will be less tha n expected
because XL is p ro po rtio nal to airspeed sq uared . The
effect is neglig ible for a T-tail but quite significan t for a
"draggy " aeroplane.
Simpler Equations
What we mod eller s need is an equa tio n which is easy
to work ou t ju s t fro m t h e meas ure me nts of the
aeroplane so let us make some assumptions and pu t
some estimates in the above eq uation .
If t he aerop la ne is reas o nab ly clea n , th e t a il
un o bstru cted , and its area calculated as before , then we
can make an a llowance for the airspeed fac tor.
The lift curve slope factor is always about the same if
the tail Aspect Ratio lo oks "no rmal" (say a third tha t of a
h igh aspe ct rat io wi ng (20) , or half that of a med iu m
aspect ra tio wi ng ( LO), or two thirds tha t of a lo w aspect
ratio wi ng (5)) . If the tail gap is in th e usual ra nge of 1.5
to 3 chords an d the tail is about level wi th the wing then
th e down was h a llowa nce w ill d e p e nd o nly o n th e
wi ng 's aspect ra tio. I therefore prop os e this purel y
em pirica l equa tion
My CG Formula
This eq ua tion gives the CG posi tion , as a fraction of
the wing me an chord , of gliders or conventional, engine
at the fron t, tail at the back, mono pl anes with a wi ng of
Aspect Ratio fro m abo u t 4 to 25. (See Chapter 22 fo r
anyt h ing e lse .)
CG posn = 0.1 + 0.25*(AR)i\0.25*V-bar
(where (AR)i\0 .25 is the fourth root of the wing Aspect
Ratio)
Locb Insb makes a lovely setting for Dr. feremy Sbaui's Stranraer. Tbe drag of all those struts and wires
must considerably reduce tbe airfloto velocity over tbe tail,
45
Figure 8.10
1
90
.9
80
.8
70
60
.7
50
.6
25
40
20
15
.5
10
30
8
6
.4
25
4
.35
3
20
.3
18
Wing
Aspect Ratio
16
.25
15
14
.2
CG Position
as a % of wing mean
cbordfrom lea diug edge
Tail Volu m e
Ratio Vsba r
CG posn
46
0.36
0.1 + 0.4*V-bar
Th e CG Formula bas to be adjusted to allow for tbe ve ' J' long nose
0/1
tbis model.
Fifties Formula
Flexibility
chord/ri + 3x(Ta il
1/6 + 3/ 8 V-bar
You can see that the formu la is very like min e, and on the
abo ve ex a mp le aircr aft giv e s a CG po sition of 39 .5%
mean cho rd, 3.5% furthe r aft than my formu la.
Many fu ll size aircraft , lik e th e Hurrican e a nd the
Turbulent, have a sma ll tail vo lum e o f 0.4 o r less. Man y
scale mod el plan s use a CG position wh ich co nfor ms to
the Fifties formula, but experien ce has sho w n that they fly
better w ith the mo re forward CG given by my fo rmul a.
Now, perh ap s yo u ca n see that all the above formulae ,
in fact any se rious CG formu la, will try to do the same
thing . . . es tima te the NP position and place the CG a
sa fe d ista nce ahead o f it. (T ha t d istan ce is ca lle d th e
Stability Margin , and is usu ally about 15% of mean chord.)
A more co mprehensive treatm ent of Centre o f Gravity is .
detailed in Cha pter 22 which covers man y un conventional
layo uts.
Ther e are probab ly other formulae aro und whi ch you
co uld use . To be realistic they sho uld allow for the tail
area and tail arm, and possibly eve n the wing aspe ct ratio .
Any formu la w hich does not ment io n the tail, or w hic h
Fuselage Influence
O n con ve n tio na l aeroplan es th e extra lift on th e
fuse lage , ca use d by a pitch disturbance , will co incide w ith
the wi ng's aerocen tre. Tha t has been allow ed for by using
the gross wi ng area .
Howeve r if the fuse lage has an unusual proportion of
its area ahead o f the w ing (as in Figu re 8.11) the n the NP
will be mov ed forw ard and a forw ard ad justment of the
CG is advisable . This applies also to eng ine nace lles on
mu lti-en gined aeroplanes. See Cha pter 22 for wo rking out
adjustments .
Personal Preferences
So me p e ople have a preference for a part icu larly
sensitive mod el, o r a part icularl y stable one . Fine! Adjust
the formula to suit yourself.
47
Figure 8.11
c__
~_---:_
C
,
,
-,
\
,
Q lI lI r ter ll1ell"
Cbortt
Net Tail Area
C
Mean
CIJortt
48
Chapter 9
Directional
Stability
Th e cave me n knew
the importance of directi onal s ta b ili ty ( o r
yaw stability, or weathercock stab ility) . A plain
stra ight piece of w ood
in flight is un st abl e
sinc e the centre o f press u re is ah ead of th e
midpoint wh ere the CG
lies as in Figure 9.l.
I n ord er to m a ke
their arrows fly stra ight
th e y added w e ights a t
the front and feath ers at
th e ba ck . Thi s mo ved
the CG forw ard and the
ce ntre of pr essur e back
and so the arr ow lined
itsel f up w ith the airflow
as in Figu re 9.2.
O ur ae roplanes , with
th eir CG w ell forward
and a ve rtic a l s u rface
ca lled a fin at the rear,
use the sa me technique
to e ns u re dire ct ion al
stability. See Figure 9.3,
which sho ws a n ae roplan e wh ich wh ile
flying along happ ily in
trim has been disturbed
b y a s ma ll ya w o ffse t
a nticloc kw ise. It is no
lo nge r lined up with the
a irflo w so th e fin w ill
ha ve an an gle of attac k
c a us ing a s idew ay s
"lift", F. Thi s fo rce will
tend to re al ign th e
aero p la ne with th e
a irflow. The co rrec ting
mom ent dep ends up on
th e fin a rea a n d its
distan ce behind the CG.
A co rrectly trimmed
-:. '
~.p.
$r:~
1J1I'If~F
"
?~~
.-
~?).,.
.,.
-q,f
c-
..... . .....
. _.. ,
~.... . .
-=~:J
'.7
' iI.
~
Figure 9.1
Airflow
P ress ure
Increase
Figure 9.2
..
Airflow
~=-+-nm-+
Resultant
Force
49
Figure 93
Lateral Stability
An aeroplane which is statically stable in roll will,
when disturbed slightly in roll, initially tend to roll back
to a wings level condition , So we need to design in
some mechanism to provide a rolling moment when the
aeroplane is upset in roll,
1. Fin Sideforce
Figure 9.4
L
50
Figure 9.5
2A. Wing
Position
(relative to CG)
Fig u re 9.8 s h ows a
"p a raso l wi ng" type
aeroplan e, with its wing
mounted away a b ove
th e fu sel age , and th e
four fo rces of Thrust ,
Weight , Drag and Lift.
Most of the weight is in
the fuselage . So be cause
the wing co ntrib utes a
large p rop ortion of the
drag, the total drag will
act somewhat above the
CG posit ion. (The tot al
lift w ill ac t s lightly
be hi n d the CG to
counteract the p itch ing
effect o f th e Thru st /
Drag co uple.)
If this aero p la ne is
g ive n a slig h t bank to
th e right , none of th e
for ce s ca n p rodu ce a
ro lli ng moment as
A low toing and sligbt dihedral gives little or 110 roU effect witb rudder.
before , but as b efore
the y will cause a sid eslip tow ards the low wing. Now
Airfloto
look at Figure 9.9. The drag acts, by defin ition , in the
Figure 9.6
dire ction of the resultant airflow and may be split up
into two components, D.sinY and D.cosY (where Y is
the sideslip angl e) , as shown. The co mpone nt D.cosY
can ex e rt no rolling mom ent. Transferring th e
compon ent D.sinY onto a view from the tail , Figure
9.10 , shows that thi s component will hav e a rolling
V Velocity
Vcm'Y
mom ent abo ut the CG w hich will depend on the ver tical
Vector
Forward
distance between the CG and the line of action of the
Component
drag for ce . For this high winged aero plane the rollin g
moment resulting from the Sideslip is stabilising, Le. it
w ill pick up the low wing.
Th is kind of sta bility is so meti mes referre d to as
"pe ndulum" stability for a reason which I fail to see
VSINY
since aerodyna mic drag has little effect on pendulums.
Sideways Component
Not e tha t the w o rking o f th is source o f s ta b ility
dep ends upon the sideslip , as without the sideslip the
drag wo uld not have a sideways co mpo ne nt.
/
IIIIIIII
51
Figure 9.7
Resultant MOlne"t
L
Sideslip
Velocity
w
The extra upward flow (upwash) on the right gives
an increase in angle of attack, and hence lift, and the
downward flow on the left gives a decrease in lift. The
net result is a stabilising (anticlockwise) rolling moment
which tends to lift the right wing.
On a low winged aeroplane you find that a Sideslip
to the right causes a clockwise rolling moment which is
destabilising. That is why a high winged aeroplane with
no dihedral will turn on rudder but a low winger with
no dihedral or sweep is more likely to bank the
opposite way. More of that later.
Figure 9.8
L
'1==r=~"D
w
Now in Figure 9.12 the cylinder is the fuselage of an
aeroplane with a w ing stuck on top and it is sideslipping
to its rig ht. As the air approaches the fuselage so me of it
is deflected up the right side, over the top, and down
the left side .
Figure 9.9
/ /
Airflow
A.gkY/
Sideslip VEL
(VSIN Y)
3. Dihedral
Now we come to the famous Hedral sisters, Di, Ann
and Polly and their role in lateral stability.
Figure 9.13 shows an aeroplane with a slight bank to
the right which has started sideslipping to the right. As
you can see , the air coming from the right will have an
upward component on the right wing, tending to "get
under" the right wing and lift it (at the same time
pushing down the left wing) which gives a stable,
anticlockwise, rolling moment. (A rather unscientific
explanation but I hope you get my meaning.)
In m uch the same way, Di 's sister Anhedral (a
downward tilt of the wing tips), would give a clockwise
(destabilising) rolling moment tending to push the low
wing further down. If you want a more scientific
explanation. complete with trigonometry, see appendix
D.
The effect of dihedral was first explained to me by
the "Pro jected Area Theory" many years ago (Anyone
remember the ]etex powered Keil Kraft Cub , my first
model aeroplane?). When the dihedralled aeroplane was
banked, right say, the area of the right wing projected
onto a horizontal surface was greater than that of the left
wing. The theory was that the lift would therefore be
greater on the right which would pick up the low wing.
Well I eventually realised that the theory is wrong!
Because the lift on each wing is still equal and at right
52
F ig u re 9.10
cc.
The refo re th e re ca n
be n o m om en t unt il
it s ta rts to s id es lip
( w h ic h t h e p roje ct ed
a re a th eo ry o mi tted to
ment io n ).
4. Sweepback
Sw e e pi ng b a c k th e
wi ng s o f a n ae ro p lan e
co ntrib utes to its late ra l
s ta b ility , Th a t is . if a
sw eptba ck w ing ex pe rie nces a ro ll u pset to the
rig ht (clockw ise) . it w ill
s ta rt to Side s lip to its
right. As a result o f the
s id es lip it wil l e x pe rte nce a ro lling mo me nt
to the le ft (a nticlo ckw ise) w h ich w ill tend to cor rect the
initial ro ll distu rb ance .
O ne ex p lanatio n o f why it works is show n in f igure
9 . 14. in w h ich an ae ro p lane wi th a swe p thack w ing is
s ides li p p ing to its rig ht. T h e re sult in g ai rflo w is as
sho w n. As far as the a p proac h ing a ir is co nce rned the
tw o w ings h a ve th e sa me a rea but th e r igh t w in g
appears to be o f a grea te r as pect ratio th an th e left wi ng .
Th e r igh t wi n g w ill
th e refo re have more lift
Figu r e 9. 12
than th e left ""ing w h ich
g ives sta b ilising ro llin g
mom ent to lift th e rig ht
win g .
11 is a s imp le matt er
10 p ro\'e b y T r ig o n o me try that the sta b ility
ef fec t o f sw ce p bac k is
re a lly du e to th e righ t
w ing h a vi n g an in crease d a ng le of a tta ck
caus ing the incre ase in
lift. w ith a co rres po n d in g d e cre a s e o n th e
le ft w ing ,
I show in Ap pe nd ix
D th at t h e c h a n ge in
S id es lip Vel
w
a ng le o f a tta c k du e to s ides lip. d e rive d from swee p hack . is p ro porti on a l to the s ideslip a ng le . the orig inal
a n g le o f a t tac k . a n d th e tan g e nt o f t h e a n g le o f
swee p hac k (or yo u co u ld jus t b e lie ve th e p re vio us
pa rag rap h) .
I have a lso seen ca mbe r bro ug ht into the a rgu me nt as
fo llows . Th e ca mbe r o n bo th wi ngs is the sa me. bu t as a
p ercentage o f chord in the d irection o f the a irflow th e
Figure 9.11
:
-----0-------~:
_______
-__"""1111---
-------~------"""IIIf---
53
Figure 9.13
XL
M~
XL
t-
Aspects of
Design
V SIN D
......
Summary
To re ca p the n, the lateral stability is influe nc e d , in
a p proxi ma te o rder of im porta nce, b y the foll o wi ng :
d ihedral, sweepback , wi ng positio n and fin area above
the CG. ALL of the m are co mplete ly dependant o n the
Figure 9.14
54
Figure 9.15
Rotation
Forward
Airspeed
Slower Wi"g
Faster Wi"g
I
,..------J,\\ 1/1------....
IJutch Roll
An imbalan c e th e o p pos ite w a y b et w e en w e ak
directional and strong lateral stability, too mu ch dih edral,
manifests itself as "Dutch Roll " whi ch is a rollin g/ yaw ing
osc illation which is ve ry difficult to sto p.
On radio co ntrolled mod els it is often prefe rable to
put up with a slight tenden cy to wards sp iral d ivergen ce
by go ing for the bigger fin and less d ihed ral.
For free flight an y d ivergen ce is una cceptabl e so fins
are smaller, d ihedral grea te r, and a slight Dut ch Rollin g
tenden cy is acce pted if it is well damped o ut.
55
Chapter 10
Control
10.1. No te the di ffe re nce betwe e n yaw an d sid es lip .
Yawi ng the nose to the right crea tes a sideslip to the le ft.
Rudder
The rud de r ro ta tes the aero p lane a bo ut its verti cal
ax is , or yaw ax is, and the farthe r the rudde r is beh ind
th e CG th e mo re le vera ge it wi ll ha ve . Wh en rig ht
rudder is ap plied , a force to the left is ge nerated over
th e fin a n d rudd er w hi ch will y a w th e a e ro p la ne
clo ck wise , i.e . nose to the right. Or to look at it from a
pilot 's point of view, wh en he has righ t rudde r ap plied
the a irflow is co ming from ahe ad and slightly fro m his
left so the aero plane is sides lipp ing to its left. See Figure
Fi.~ I/ I'I'
10. I
Elevators
The purpose and effect of moving the ele vators is to
rotate the aero plane about its lateral or pitch axis. Moving
the e levato rs up creates a downforce o n the tail wh ich
te nds to rotat e the ae rop lane nose up. See Figure 10.2.
Becau se of its ine rtia, its ce ntre of gravity initially tends to
keep go ing in the sa me direction a nd so the net result is
an increase in the angle
of a ttac k . \\;rhat th e
e lev a tors ha ve co n tro l
ove r then is the angle of
atta ck. Up e le vator will
increase the wing's ang le
of a ttac k an d the re fo re
in crea s e th e wing lift ,
unless the angle of attack
is in cre a s ed from ju st
b el ow to a bo ve th e
s ta lling an gl e . In th at
}'a 1/ '
case u p e lev ato r is just
a no the r down co n tro l.
An All Mo v ing Ta il
(AMT) wo rks in exactly
the sa me way.
+ + + + + +
Ailerons
Ytt u :
56
T h e ae ro p la ne is
ro lled a bo u t its lon g itudinal axis by mo vin g
o ne a ile ro n d own and
the o the r o ne up as in
Fig ur e 10 .3. Moveme nt
o f the a ileron c ha nges
th e ai rflo w a ro und the
w ho le sectio n , not just
around the aileron itself.
Unless the win g starts off
near its stalling ang le of
a tta c k, th e do wn-goi ng
ail ero n p ro d u c es a n
incre a s e in lift , a n
inc rease in drag and an
inc rease in t h e no s e
do w n p itch ing mo men t
coefficie n t CMo (o r a n
aft mo vem ent of the CP
if you prefe r). The e ffects
a re re ve rs ed o n th e
upgoin g a ileron.
Aileron Drag
Figure 10.2
Th e unwanted d rag
cha nge can be tro ubl eso me . Say yo u appl y
A l rflo u i
rig h t a ileron , th e drag
increases on the left and
Pilc!J
decreases o n th e right
giving a yaw to the left,
not the way yo u wa nt to
~ ~
c.~~~~
go . Th is is ca lle d ad ve rse ailero n dr ag (a nd
~
is d iffe ren t from t h e
"a ilero n reve rs a l" in
PilclJ
Cha pter 18).
The co mbi na tio n of
the late ral sta bility a nd
the left yaw/ rig ht sideFigure 10.]
s lip w ill g ive a ro lli ng
moment to the left (see
XL Roll
Ch a p te r 9) . O n aeropl an e s w ith s tro n g
lateral stability and large
ailero n mo vem e nts th is
latte r mome nt can overco me t h e ro lli ng moment to the right from
t h e a ile ro ns a n d th e
Roll X L
aero p la ne co u ld eve n
roll the wro ng way .
O ne so lu tion is to
a rra nge fo r d iffe rential
move me n t o n th e
Transmitter
ai lero ns , t he up o ne
co mes up more than the
do wn o ne goes do wn ,
to eq ualise the d rag.
Ano the r so lutio n is to fit "Frise ailero ns" in wh ich the
Figure 10.4
upgoing ailero n has its lead ing edge stick ing down into
the airstream (Figure 10.4), to eq ua lise the d rag.
Anoth er is to o pe n the airbrake o n the side w ith the
up goin g ailero n. The loss of lift and increase in d rag are
just wha t is need ed to ass ist the ailero ns in a turn .
The othe r o ptio n is to apply rudd er toget her w ith the
a ilero n, and in th e same d ire c tio n , to o p p ose th e
ad verse yaw from the aileron d rag. To mak e this eas ier
man y mode rn ra d io s ha ve a co up ling sw itc h o n th e
tran sm itt e r (c alle d a "C.A.R. fu n c tio n " for Coup led
Aile ro n & Rud de r) wh ich a llows th e a ileron stick to
Prise Aileron
move the aileron s and rudder simultaneously.
..
-_.--."(~IOliO"
. .
Aileron Alternatiue
There a re alt e rn ati ves to ailerons fo r ro ll co n tro l.
Either the wh ole w ing ca n be rotated about its qu arte r
chord line , or th e w ing ca n be tw isted at the tips to
produ ce a rolling mom en t (w ing warping) . Th e theo ry is
good bu t the re ar e mech anical co mp lexi ties . Ano ther
al te rn a tive it to u s e tail e ron s (s e e un de r Co ntro l
Combina tions).
Figure 1005
Aerodynamic Balance
57
Figure 10.6
Figu re 10. 7
Damping Mo ment
- - --
R o tatio n
I~ -
,
X
--
~
CG
Rotation
CG
,
I
X
,
,
I
I
\l
-~ F]
R otation
-, ...
58
Stability
I
I
Sideways
Ve locity -----r---
----- -
Damping
~ " M ome1lt
A e ro dynam ic Damping
The th ird de sign fea tur e which affe cts the control
Compact a nd ag ile ( 110, 1I0t Dounie, his Pills Special) due to tbe mini mal inertia a nd damping of tbe sbort
uiings a ndfuselage.
effec tiveness is aerody na mic damping. A damping force
lift, XL-r which ha s a n ant icloc kw ise mom ent about the
is a force wh ich is the res ult of a rate o f movem ent and
CG, the dam pin g mom ent. Since the upwash velocity is
whi ch o p p oses th at rat e o f mo vem ent . Drag is a n
prop orti on al to x, so is XLr and so the damping mom ent
exa mple. However here I want to look at forces whi ch
is p roportio nal to x 2 a nd tail a rea , Th us while sta tic
arise from rot ati on o f th e aerop lan e a bout th e thre e
stability depends o n the tail area times moment arm, the
axes. The greater the damping mom ent , the slowe r the
damping (an d he nce dy namic stability) depends o n the
of
th e
re sp on s e
aerop lan e to a control
input , again making it
fly more s moo thly but
less man oeu vrabl e .
AEIZODY,.w..c..OAMPIIIC;,
Damping is al so an
\.IOorul1E1 4 -3
important ingred ient in
DYNAt'vIIC STABILITY.
P itch Da mping
Figure 10 .7 repre se n ts a n aero p la ne
w hic h has a clo ckwise
(nose up) pitchi ng rate
abo ut its CG. As a resu lt
th e tai lp la ne h as a
downward velocity p rop orti onal to x, its d istan ce back from the CG.
Th at has the sa me effect
as a n u p w as h o n th e
ta ilplan e w ould ha ve
. .. an increa se in tai l
59
\)::=========
"
--
--
60
Control Combinations
Wh en the sa me bit of co ntro l surface is used for two
wu Flap
Standard Aerofoil
0<
diffe rent purposes it is oft en give n a sp e cial nam e . It
usu all y al so involves u sing ex tra se rvo s a nd e ither
me chan ical or ele ctronic mixers.
TAILERONS is the nam e g ive n to e leva to rs, or th e
hal v e s of a n a ll moving tail , wh ich ca n m o v e
indepe nde ntly. The tw o sides ca n be moved tog eth er as
n ormal for p itch co n tro l, or th e y can be mo ve d in
opposite d irections to give a ro lling mom ent on the tail.
It w ill be a bit s h ort on lev era ge b u t it w ill b e
a de q ua te for lo w as pect ra ti o a eropl an es (e .g . jet
fighters).
FLAPERONS a re stri p a ilerons which ca n b oth b e
moved down together to ac t as plain flap s, but which
ca n at the sa me time still be mo ved inde pe ndently for
roll co ntrol. Adve rse yaw can become a probl em .
ELEVONS a re just like flap erons but they are used on
tailless aeropl anes to co ntro l roll and pit ch . Th e e levons
move tog ether for p itch co n tro l an d in opposition for
roll co ntro l.
Th e e le vo ns both move up for nose up pit ch an d
down for nose down.
A V-TAIL is jus t like a tailplane with extr em e d ihe d ral.
It ac ts as a stabilise r in both pit ch and yaw, and the tw o
co ntrol surfaces ca n be moved inde pende ntly.
As show n in Figure 10.14, w he n mov ed togeth er they
Figure 10.12
~ ~C-__
S_(ot
- - - -
61
Figure 10.1 4
Figure 10.13
c,,"X
-"- ,
/
/
V-Tail
Witb
Sla t
CJ.MA X
Standard
Left Rudder
up Elevator
Like most Delta toinged models, tbis one uses eleuous for pttcb and roll, tbe canard is fixed.
62
Chapter
,,
Turning Flight
T
urning flight is one of those areas wh ere a great
d e al o f mi sinformati on and ha lf truth s h a ve
becom e accepted into the fo lklore of the hobby. I
have even seen an article in whi ch it was claimed that in
turning flight the "curve d a irflow " reduced the risk of
stalling. Wha t utter no nsense! In this chapter I want to put
the record straig ht, starting with the basic mechanics of
turning. I shall assume still air condition s.
Back to Aeroplanes
The force required to turn th e aero p la ne must be
produced from the air. The fin and rudder do not provide
it. Left rudder give s an aero dy na mic for ce to the right
whi c h is the oppos ite o f w h a t we w ant. T he yaw
produced by the left rudder will pro d uce a side force on
the fuselage to the left.
This force co uld, given time , produce a left turn but at
the cos t of a co nsiderable drag increa se. The only surface
which can produce a large aerodyna mic force, and do it
efficie ntly, is the w ing . It is th e w ing w hich turns th e
aeroplane.
Th e lift fo rce alwa ys acts perpendicular to the wing
and so a horizonta l co mpo ne nt ca n be pro vided b y
b ank ing th e ae ro p la ne towards the d ire cti on of th e
desired turn . Figure 11.2 shows an ae roplane banked to
the right at ang le B. The horizontal co mpo ne nt of the lift
will be L.sinB caus ing th e turn (ce nt ripe ta l force) . The
ve rtica l co mpone nt, L.cosB, will now be less th an th e
weight if the aeroplane started off in trim in level flight.
The pilot has to apply en ou gh up eleva tor to increase the
angle of attack to increase the lift eno ugh so that L.c osB =
\Vl. That will ensure tha t the ae roplane will perform a leve l
turn .
The lift is now g reater than the we ight, and the ratio of
lift to w ei ght is c alle d the lo ad factor n , w h ich o nl y
depends o n th e ba nk angle (n = L!W = I!cosB) . The
banked win g turns the aeroplan e while the elevator keeps
the nose up .
Figure 11.1
B
63
Figure 11.2
w
Load Factor in a Turn
That equation tells us how many "g" to pull in the turn
to keep the turn level, for a given bank angle. Using less
up elevator will decrease the turn rate and let the nose
drop. More up elevator will tighten the turn and make the
aeroplane climb.
Figure 11.3 gives an idea of the relationship between
the bank angle (in degrees) and the up elevator needed to
keep the turn level. Not much for small bank angles, but
quite a lot for steeply banked turns. For example for a 60
degree banked level turn you need to "pu ll 2g " (i .e .
double the wing lift) to prevent the nose from dropping.
However if the bank angle is 20 degrees, the wing lift
need be increased by only six per-cent.
Drag in A Turn
Refinement
There is more to turning an aeroplane than just having
a centripetal force turn its CG to move in a different
direction. Its fuselage must be realigned with the new
direction of motion . If you think about it, rotating a
banked aeroplane about a vertical axis is a combination of
nose up pitch, and yaw in the direction of the turn . You
have already applied up elevator which takes care of the
nose up pitch component, and a little rudder in the
d irection of the turn will line up the fuselage centreline
with the airflow. The bank turns the plane, the elevator
keeps the nose up, and the rudder keeps the tail in line .
If you don't put on a little rudder in the direction of the
turn , then the aeroplane 's weathercock stability will
supply the necessary yaw once the aeroplane starts to
sideslip. It is normal practice to coordinate the turn on
light aircraft , but on most models (and jet transports) it is
l
~]-
------==
L-J-
F igu re 11.]
:
64
10
15
20
25
30
35
40
45
J.()002
1.004
1.015
1.035
1.06
1.10
1. 15
1.22
1.]1
1.4 1
60
65
70
2.]7
2.92
75
3.86
80
85
5. 76
11.5
Figure 11.5
-,
------
<; I
--
... <,
.....
Sidesltpping rum
'-
Stalling Speed in
a Turn
An aeroplane does no t always stall at a certain speed.
When you see a "Stalling Speed" referred to it is short for
"the speed at which the wing is at the stalling angle of
a ttack in wings level 19 fligh t at its maximum all up
weigh t a nd the recommended CG position" . The
significant bit is the stalling ang le of attack because that is
always the same. Whe n an aeroplane is put into a banked
turn th e angle of attack has to be increased . The
aeroplane mus t therefore start off flying faster than its
"stalling speed" by a reasonable margin .
F igu re 11.6
\ \
'..-
cr----r
""""'-
....\
Sk iddillg Turr
L
Basic Aeronautics/or Modellers
..J
65
you want , but so me mod els co uld tipstall and flick out of
the turn into a spin!
Summary
To turn an aeroplane a force mu st be provided tow ards
the ce ntre of the turn . The tight er the turn req uired, the
bigger th e fo rce has to be . Th e force is provided by
banking the aeroplane so that the wing lift has a sideways
co mpone nt. The total lift has to be increased so that the
ve rtical co mpone nt ca n still suppo rt the weight , w hich
mean s up el ev ator is n e ce ssary . O n som e types o f
aeroplane a little rudder in the direction of the turn may
ne ed to be a pp lie d to co u nte rac t adve rse yaw from
a ileron d rag, o r asymme tric dr ag o n high as pect rat io
66
Special Effects
There are so me very special pilots wh o can fly the ir
speci al aeroplan es (mode l or full size) in a manner which
seems to defy all the norm al rules of flying and ph ysics.
O ne ca n but ma rvel a t the lik es o f Hann o Prettner
performing his rolling circles with suc h precision . I kn ow
that there is a ce ntripe tal force fo rming the circle and a
force supportin g the weight , but how does he keep the
resultants so con stant wh en the surfa ces producing them
are co nstantly chang ing? Eve n those pilots ca nno t defy the
laws of phys ics however. The ce ntripe tal force causing the
turn , and the force supporting the weig ht must be there if
yo u take the trouble to look.
Chapte r 12
A Delicate Balance
T
I
I
I
I
I
I
..1w
COS
W \..W sINA
67
Figure 12.2
CG Well
,
Behind AC v"
~
(--'
Paradox
Stalled
In
the
previous
paragraphs I exposed a
paradox. I stated that to
Vtrim for a higher speed
I
the change in the tail lift
Vcoefficient is downwards,
but you know that it
V
requires down elevator
trim. You may be
tempted to suppose that
down trim would cause a
I
tail lift increase, but this is
V
no place for intuition.
You must stick to
believing the equation
which must be true for equilibrium and try to find a
reason. Suppose an aeroplane has been speeded up such
that its angle of attack is decreased from 10 degrees to 2
degrees. Because of the
downwash the tail's angle
of attack changes from 5
degrees to 1 degree, a
reduction of 4 degrees
which gives the reduction
in tail lift to satisfy the
equation . It is then
retrimmed with down
trim. So as long as the
amount of the downtrim
is less than 4 degrees (say
it is 2 degrees) then both
the conditions which you
know must he true can
be satisfied. Down trim
has been applied and yet
the tail's angle of attack
(and hence its lift
coefficient) has been
reduced.
,
,
(--'
trim you need to move down the line to reduce the tail lift
coefficient. The slope of the line is proportional to the
distance of the CG behind the wing's aerocentre. In line A
Figure 12.3
("
("
("
("
~ Stalled
Low Speed
("
("
,,
68
Elevator Angle to
Trim
As you know, to trim
for a faster flying speed
you need to apply down
trim . Figure 12.4 shows
how the elevator angle to
trim varies with the lift
coefficient. I have shown
three lines for three CG
Figu re 12.4
Ele vator a ng le
to trim
Speed 1
1
1
I
1
1
I
forwa rd
Speed 2
I
I
1
1
1
1
Stalled
-I
I
1
1
I
1
1
I
I
1
- 1-
cg
FilII Up Elev
1
1
69
Figure 12.5
Cbosen Speed for
Neut ral Ele vator
Stall
1
I
Higb Speed
tI
----,----Part due
to Camber
Low Speed
I
I
I
I
1
1
1
-I
I
I
I
I
1
70
Figure 12.6
L
T~----1"
w
flatten ed by the downthrust as you ca n see (line B) and if
the e ng ine cuts at high speed (po int 1 o n line 8) , the
aeroplane will reve rt to its power off trim line and glide
with the sa me trim setting but at a low er spee d (po int 2 on
line A). Safe eno ug h.
Line B is representative of a po werfu l eng ine with a
little downthrust or a small eng ine high o n a powe r pod.
A Dangerous Situation
Y
Y
- ----
3t
V
I
--
CL
4
I
71
Chapter 13
Glider Performance
F
Table 13.1
A1lg1eA
L/DRatio
Load Factor
1
2
3
4
5
6
7
8
9
10
15
25
35
45
55
65
75
85
90
58.8
28.6
19.2
14.3
11.5
9.5
8.1
7.1
6.3
5.7
3.7
2.1
1.4
1
0.7
0.5
0.3
0.1
0
0.999
0.999
0.999
0.998
0.996
0.995
0.993
0.990
0.988
0.985
0.966
0.906
0.819
0.707
0.574
0.423
0.259
0.087
0
Speed Range
In a vertical dive, the angle A is 90 degre es an d the
ratio sin A is 1, so that Drag = Weight (and Lift is zero)
and the aeroplane is at the maximum speed at which it is
aerodyna mically capa ble of flying, its "te rminal velocity".
Figure 13.1
Horizontat
\
lV
... lV cu s A
lV . IIIA
72
Its min imum limiting speed is its "sta lling speed ", at
which the overall lift coefficient is a maximum. Th at w ill
occ ur whe n th e an gle of attac k so me whe re alo ng the
wing rea ch es its local stalling angle.
Whe n the aeroplane is turning or "p ulling g" the w ing
w ill stall at th e sa me a ng le o f a ttack , b ut th e sta lling
speed in a man oeuvre is high er than the stalling speed
in a stea dy glide .
Figure 13.2
Figure 13.3
a
a
Figure 13.4
LID
Figure 13.5
I
I
I
73
Figure 13.6
Horiz
Comp
---
Glide Angle I
I
I
I
I
I
I
Mi" Si"k
Speed
_________ J
and the glide angle may all be seen together. You can
also see straight away what glide angle will give the
greatest horizontal velocity for penetration, what is the
minimum glide angle and what is the minimum sinking
speed. It is also evident from the magnified portion that
the speed for minimum sink is less than the speed for the
shallowest glide angle. It is important for a glider to have
not only a shallow glide but also a low minimum sink rate
so that it can remain airborne on the slightest whiff of lift.
Optimising Performance
There are basically two aims when flying a glider, either
to go as far as possible from a given height, or to stay
airborne for as much time as possible from a given height,
both of which require a fairly flat glide. The best of the full
size soarers can achieve a glide angle of about one degree,
but the best models would do well to achieve a two
degree glide angle.
I shall now assume that in flight the Lift is always equal
to the Weight. Look at table 13.1 again and you will see
that even at a glide angle of 8 degrees there is less than 1%
Figure 13.7
Drag
Profile......- -. /
~
74
Induced
Vel
Effect ofStreamlining
I have already mentioned how and why to reduce
induced drag, but to be efficient a glider must be a clean
machine . Tailplanes with an up or down load have
induced drag like wings. Tails, fins , fuselages, struts and
undercarriages have skin friction drag from their surface
area and form drag which depends upon their
streamlining. The drag of the whole aeroplane is more
than the sum of the parts. The extra drag is called
INTERFERENCE DRAG and is caused by the airflows
around the various parts interfering with each other. As
much of this profile drag as possible must be eliminated
by careful streamlining and fairing adjoining shapes into
each other. The reduction in total drag obviously gives a
better LID ratio . What is equally important is that this
better LID ratio is achieved at a higher airspeed, which
brings three further benefits.
The aeroplane has a greater speed margin above its
stalling speed. The controls will work more effectively and
as you will see later a further increase in efficiency is
possible because of the higher Reynolds Number at the
higher airspeed.
Figure 13.8
..
Wind Vector,
HorizComp
Down Trim
Figure 13.8 sho ws the magn ified top part of an oth er
hod ograph. A glide r is trimmed to fly at point B o n the
graph and has a great glide angle relative to the air. Now I
shall draw in a wind vector from po int A to the origin (the
op posi te direction to the aeroplane 's velocity to represent a
headwind). Vectors from A to point s on the hod ograph
sho w the speed and glide angle of the glide r relative to the
ground. The line from A to B shows that the glide angle
relative to the ground is ab ysmal. It would be best to trim
the ae roplane to point C o n th e graph . At thi s high e r
airspe ed th e glide a ng le rel ative to the gro u n d is
optimised. Don 't ask me how you find this po int witho ut
instruments - that tak es ex pe rience. I'm alright with a
pencil but rubbish on the sticks.
Doum Comp
same pen etration as speed C (w ith down trim) but with a
low er sink rate and also a shallower glide relative to the
ground . The mod el will ge t back from do wnwind with
more height rem ainin g. Of co urse once you have returned
from downwind yo u a re s till stuc k with th e b all ast ,
wh ereas do wntrim you can take off. I have ex plained the
options, the choice is up to you.
A Third Option
As I menti on ed previou sly you ca n try reducing the
profile drag. Change the win g sec tio n, sharpen the trailing
edge, polish th e surfaces , blend the win g and fuse lage
sha pes togeth er carefully etc. The result is an eve n better
glide angle and an eve n slowe r sink rate at an eve n high er
speed . Who says you can't have your cake and ea t it?
Figure 13.9
Wi"d
Horiz Comp
C\
\
\
I
I
1,I "
Weight W/ '
,
Ballast
Figur e 13.9 is yet ano the r hod og raph, this time with two
lines. Line 2 is for the same aeroplane as line 1 but at
double the weig ht. The bes t glide angle relative to the air
ha s not cha nged but the minimum sink rate ha s. It is
worse. How ever look carefully. The second optio n is to
add ballast and fly trinun ed at speed D, which gives the
Dow"
Comp
Weight2W
75
Chapter 14
Powered Performance
f yo ur main int erest is in p owered mode ls th en
p erhaps yo u have skip ped th e cha p te r o n g lide r
p e rformance . Well go b a ck a nd read it a ny way
becau se a pow er ed mod el becom es a glider wh en the
engi ne stops.
Bear in mind that power ed mod els tend to use lowe r
aspect ratio and so have mo re indu ced dr ag, a nd less
careful str eamlining and so mor e p rofil e drag .
The power so urce co uld be a gas turbine o r d uct ed
fan wh ich fo r pract ical purpo ses produ c e co ns ta n t
thrust , but usually we use a prope lle r.
Prop s ize is given as diamet er x pit ch e .g . 10 x 6,
th e pit ch b eing th e forw ard m o v em ent in on e
re vo luti on , in th e dir ection of th e aerofoil cho rd line . A
"fine " pit ch propeller has a sma ll pit ch and a "coarse "
pi tch p ropell er has a large pit ch .
A p rop e ller bl ad e is, u su a lly , a fl at b ott om ed
a e ro fo il fi tted with th e c urved s id e o f th e aerofo il
fo rward, to w ards the dir e ction of mot io n of th e ai rcraft
(o bvio us perhaps , but I have seen pu sh er props back
to fron t) .
P ropelle r Th rust
Th e velocity of the air re lative to the pr opeller , as
sho w n in Figure 14.1, is a co mbina tion of its rotatio na l
ve lo c ity and its forw ard ve loci ty . Th e fast er th e
aeroplane is flyin g the less th e b lad e a ng le of a ttack.
Figure 14.2 shows how th e thrust of pr ope llers vari es
wi th th e forward spe e d of th e aeroplan e for different
co mbina tions of diame ter and pitch . When the a irspeed
rises and the blad e's ang le of attack reduces , the to rqu e
ne e de d to dri ve the prope lle r a t a g ive n speed a lso
reduces and so the engine ca n speed up . It is sa id to
"unload in the air".
Th e pit ch of the p rop eller is chose n to suit the flying
s pee d of th e model and th e c o a rs e r th e p itch , th e
sma ller the d iam eter mu st be to avoi d overloadi ng the
e ng ine .
Slipstream Effects
The wake of a propeller is a co lumn of air moving aft
F igu re 14.1
L
......
R esultant '
Fo,~e
It
~---_._._---_ ._--\-------
.. , ,
.. , ,
Thrust
,,
..
.. , ,
,,
..
,,
..
,
..
\
Torqlle
Component
76
\
\
Rota tion
Figure 14.2
Thrust
-,
, ,\
\ ,
\ ,
",
,
\
\
Coarse
,
Airspeed
Figure 14.]
~~~=
T
--- -
-_
m_
,,
Stalling Speed
,,
-,
As fo r a glider it is
no t th e s p eed bu t th e
sta lling angle of attack
which is fixed. The wing
sta lls a t th e ang le of
at tack a t w hich the
airflow ove r the to p
s u rface breaks away
,,
\
\
\
Pine
Top
Co
Speed
se
Speed
77
Figure 14.5
Thrust
Drag
I
I
I
,
I
I
I
I
) Stall I
,Speed)
Top I
ISpeed
High Weight
Speed
Low We ight
Speed Range
Effect of Weight
Climb Performance
78
Figure 14.6
Hortzontal
I
I
,
I
lVcosA
W
Figu r e 14. 7
Th rust
Drag
WsI"A
Speed
Figure 14.8
WcosA
79
Chapter 15
The Aerodynamics of
Aerobatics
have already de alt with straight night a nd turning.
Any t h ing e lse is not us e ful in tr an s p orting th e
aero plane from A to B a nd is therefore co ns ide red
to be an acroba tic man oeu vre , don e jus t for the sa ke of
doin g it.
All th e acroba tic man oeu vres w hic h I ca n think o f
co ns is t o f a few basi c e leme n ts s tr u ng to geth er in
var io us wa ys. I do not claim to be any kind o f hot sho t
aerobatic p ilot and therefore do not feel q ua lified to go
into the re fine me nts of fl y in g ae roba tics. Ne ithe r do I
have the eq uipme nt ava ilable to test o ut the su btleties of
acrobatic model design . I sha ll leave the refinements to
the expe rts and stick to the basic e leme nts.
It is wort h rem em ber ing w h en per for ming or
watching aerobatics that the law s of ph ysics canno t be
brok en , by a nyo ne.
The Stall
The pu p il p ilo t is ofte n tau gh t the sta ll as his first
"ma n o e uv re ", so th at he ca n le a rn ho w to avo id a
dan ge rou s un intenti on al stall. The aeroplane is slo wed
down by gra dually applying up e levato r in level night ,
increasing the ang le of attack , until so mew here on the
w ing th e flow s ta rts to s e p a ra te . T here are seve ra l
possible o utco mes .
1. If the se paratio n occ urs ove r both win g roots more
The Spin
A spin is e nte red from low spe e d night. The w ing is
a t o r ne ar its s ta lling a ng le of a ttack a nd o ne w ing
d ro p s , du e to a g us t, ai le ro n in put , o r w hateve r.
Figure 15.1
Figure 15.2
Rising Wing
Dropping
Wi"g
a Of Rising
Wi"g
a Of Dropping
Willg
0<
Original a
80
0<
F igure 15.4
Fig"re 15.3
-.
W
Consta nt V
W
2V - - -
w
Appli cation of rudd e r in the appropriate dir ection a lso
helps. Becau se the air is now co ming up towards the
downgoing win g it ge ts an an gle of attack increa se , and
the u pgo ing wing gets a n a ng le of a ttac k de c re ase .
Th es e would n ormall y ca use "ro ll d amp in g ", but
becau se the win g is alre ad y at its stalling ang le of attac k,
the an gle of attac k incr ease pa st the stalling a ng le le ads
to a re d uctio n in the lift coefficient. A ro lling mom ent in
the direction o f the ex isting roll result s. The d ropping
w ing w ill also ha ve th e g re a te r dra g p rodu c ing yaw
tow ard s the ce ntre of the spin. Figure 15.1 sho ws that
the dropping wing has a sma ller lift coe fficient than the
rising wing and so the situatio n co ntinues . This pro cess
is kn own as "auto rotatio n".
The a irspeed rem ain s low in a sp in du e to the ve ry
high dra g o f s ta lle d win gs . Wh ile th e a e roplan e is
sp inn ing the angle of attack o n th e w ing o n the insid e o f
the s p in is g re ate r th an that of th e o utsi de Wing but
bec au se o ne o r pr obab ly both , are g rea te r th an th e
sta lling an gle , th e s p in co ntin ues (Fig ure 15. 2) . Th e
aeroplane is both rolling and yaw ing toward s th e mo re
stalled wing. The rate of rot ation is faster than in a spi ral
di ve a nd th e hei ght los s per turn is mu ch less. Most
mod e ls have to be held in the sp in with up e levator a nd
usu ally rudder and aileron in the same d irection .
Recov er y action from a spin is ve ry dependant o n the
aeroplan e. Most models will reco ver if all the co ntro ls
a re ce ntralised . If no t then positive recove ry action mu st
be tak en . Appl y full o p posite rudd er to co unteract the
rotati on (the ailerons are ineffective), and down e levator
to un sta ll the win g.
It is impo rtant that aeroplan es design ed for ae rob atics
will s p in re liably whe n required . The d esign fact ors
whic h assist in re liabl e s p in ning a re taper ratio , CG
position , co ntrol throws and LE sharpness . A taper ratio
of 0.65 or less ens ures that the an gle of attac k at the tips
is o nly slig htly less than near th e root. A modest CG
mar gin and a de q ua te e leva tor throw e nsure th at th e
win g can be pitch ed to its stalling a ng le of attac k. And
adeq uate rudder movem en t ens ures that it w ill sp in in
the direction yo u want. Havin g the lead ing e dge sha rpe r
at the tip than the root also helps spinning .
:=
_~t=::==n
lV
Th e Lo op
To make a loop round a ce ntripe tal force towards the
ce nt re of the loop is necessary and is provid ed by th e
win g lift. The tight er the loo p the mor e up e levator is
need ed . If th e airspe ed ca n be kept co ns ta nt, th en
ke eping th e ce n tripe tal for ce co ns tant w ill produ ce a
round loo p , Th e ce ntripe tal for ce is the result ant of all
th e force s a cting p erp endicular to th e a eropl an e' s
dir ecti on of mo tion , the re fo re the lift force mu st va ry
round the loo p . For ex ample, in Figure 15.3 lift is five
times weight at the bott om , thr ee times we ight at the
top, and four times the we ight at the ve rtical positions.
\V'ithou t ve ry ca refu l power co ntro l the s peed w ill
var y round th e loop . Th e ce n tripet a l force requ ired
81
Figure 15.5
Inuerted Flight
Figu re 15.5 shows a n ae ropla ne wi th a cambere d
wi ng in stead y le vel flight. T he tail lift LT mus t b e
u pward so that its mom ent abo ut the CG balan ces bot h
Mo a nd the win g lift. Yes I kn o w that yo u have ap plied
do wn e levator but the who le aeroplane has been tilted
Figure 15.6
Elevator Angle To Trim
Inuerted Flight
Stall
Full Up Elevator
82
so mu ch to ge t the wing
to lift up sid e do wn that
th e tail is at a liftin g
a ngle . Were it not for
th e down e lev a to r LT
wou ld be so g reat that it
wou ld h a lf loop th e
a ero p la n e into le vel
flight.
Figure 15.6 is a trim
g ra p h ju st like Figu re
12.4 e xcept that it has
been ex tende d to s how
negative lift coefficie nts,
for invert ed fli ght. It
shows the e levator ang le
to trim for an ae ro plane,
like a traine r o r g lider,
w ith a ca m be re d wing
w h ic h has been set u p
suc h that the ele vator is neutral in upr ight fligh t. Th ree
lines for thre e d iffe ren t va lues of Stability Mar gin are
sho wn. The trim change between uprigh t and inverted
fligh t at the same spe ed is sho w n fo r a mid CG positio n.
You ca n see th at the furth er forward th e CG, Le . the
bigger the Stab ility Margin , the more trim cha nge there
will be . Inve rte d flight is not possib le a t low spee ds
becau se the wing is not as good at liftin g invert ed as it is
upright.
Figure 15 .7 is another tri m g ra p h, thi s tim e for a
pattern ship with symme trica l wings and ta il bo th se t u p
a t zero inciden ce . Fo r u pri gh t flight a little up trim is
needed , th e more Stability Margin the more up trim . And
fo r in ve rte d flight the same a mo un t of d own trim is
req uired . The trim ch ange betwe en upright an d inverted
fli gh t ca n b e see n to
dep e nd o n the Stab ility
Margin just like o n Figure 15.6. In fact for the
sa me Stab ili ty Ma rg in ,
the same trim cha nge is
need ed .
It se ems stran ge but it
is true that a ca mbere d
wi ng d o es not requi re
any more d ow n trim to
fly inverted . It does have
o the r e ffec ts ho w e ve r.
T h e p ro fil e dra g of a
ca mbered section flyin g
invert ed is mu ch grea ter
whi ch reduces the speed
ca pa b ili ty o f the a erop la ne . And th e w ing
ca nno t provid e nearly as
muc h n e ga ti ve lift as
p ositive lift be cause of
th e s ta ll. Bo t h th e s e
e ffec ts co ns p ire to
Stall
redu ce the negat ive "s"
ca pa b ility o f a n ae ro plan e with a ca mbe re d
wing .
It is but a sma ll ste p
from doing le ve l flight
in vert ed
to
d o in g
Rolling
Manoeuvres
Figu re 15, 7
Eleu ato r A ng le To Trim
FilII Dow1I
I
I
I lnuerted
I
I
I
I
I
I
I
I
FilII Up
Yawing Manoeuvres
Sta ll
Stall
Th e o nly co nt ro l left
is th e ru d de r, whi c h
causes the ae ro plane to
y a w . T h is is u s e d in
"k n ife e dge " fli g ht as
de picted in Figure 15.8.
The aeroplane has been
ro lled thro u g h n in e ty
d e gre e s a n d h eld .
Rud d er h a s been a p p lied to h o ld th e
fuselage at a n ang le o f
att ack to th e o nc o ming
air.
Th e press u re d is tri bu tio n over the fuselage
sides can give e no ug h
lift to support the aeroplan e's weight , aided by
the vertica l co mpo ne nt
of th e thru st. There is
o nly a sma ll amo unt of
surface area involved so
th is is a hi gh s pee d
game.
Rudd e r is a lso used
in th e "Sta ll Turn "
ma no e uvre . The a e ro-
Up r ig h t
Figure 15. 8
M o tio 1l
83
Aerobatic Trim
SetUp
Acro ba tic mod els are
se t up wi th th e CG in
suc h a position that the
mod el is smoothly stable
but w il l s pi n re lia b ly
w he n requ ir ed . Th e
e leva tor th ro w s ho u ld
b e s uch th at a s u ffic ie n tly ti ght lo o pin g
rad ius ca n be a tta ine d ,
but witho ut flicking out.
T he a ile ro n throws a re
adj us te d to give a roll
rate of thr ee rolls in four
to fi v e sec o n d s for
p ow er p at tern c o m p etiti on s . An d th e
rudde r th row sho uld be
e no ug h to give cris p ly
c o n tro ll e d sta ll turn s .
The d ihe d ral is ad justed
as d e s crib ed und er
Lat eral Sta b ility to g ive
n o roll effec t w it h
rudd er in put a n d th e
w ing a nd tail ma y both
b e rig g ed a t ze ro
in ci d en c e usin g trim
offse t to a ch ie ve le vel
flight , or th e w ing may
be rigged a t a pos itive
inciden ce of ab out half a
degree.
A typical pattern model has a low wing, sltm fuselage, generous tail area and
large rudder. This one is floum by tbe late "Wee f obu" Robertson, then (1995)
cliairntan of tbe Scottisb Aeromodellers Association.
Malcolm Harris's model sboios tbe typical pattern model's ptauform; a medium
aspect ratio tapered wing and a long tail arm toblcb assists smooth j/ying toitb
generous damping.
84
Chapter 16
Special Cases
Low Aspect Ratio Aeroplanes
De ltas and novelt ies like flying discs or playing cards
often have aspect ratios of 3 o r less. Th e lo w aspect ratio
wing is often co mbined with a Cana rd or Tailless layo ut
therefore that section must be rea d as wel l.
Handling Peculiarities
One obvio us res ult of the low aspect ratio is the lack
of roll d am pi ng. Th e y can be mad e to ro ll incred ibly
q uic kly and tend to be twit ch y in roll. Use sma ll a ilerons
wit h little movement , perhaps inse t fro m the tips, or
even taileron s.
Another character istic of low aspect ratio wings is the
stro ng vo rtex th ey genera te , pro du cin g la rge ind uced
drag at hig h angles of attack. Th ey tend to lose speed
q uick ly in very tight turns or loops. And w he reas most
powered mod els have suc h a lo w minimum d rag speed
that it is not no ticeable in practice , the low aspect ratio
aeroplane has a mar ke d minim um d ra g speed as in
Figure 16.1.
O n a powered model , whe n you gradually reduce the
power a nd fee d in up trim to fly slower a nd slower
the re co mes a po int whe re th e model wi ll no lo nger
ma intain le vel flight unl ess yo u act ua lly increase the
power aga in . It is very difficult to fly it at low speeds
becau se its speed is un stabl e . . . a red uction in speed
increases the dr ag ca us ing a further speed red uction and
vice ve rsa . Th is is known in common parlance as flying
"o n the back of th e d rag curve". At moderate speeds
they will glide, but try to stretch the glide and they fall
o u t of th e s ky, not beca use th e y h a ve s ta lled b ut
becaus e the Lift/ Drag ratio has been assassina ted .
Deltas and o the r lo w as pect ratio aeroplanes are best
su ited to hig h speed
fligh t whe re they ha ndle
most co mfo rtably. And
Figure 16.2
th ey are best sui te d to
sma ll d ia met er coarse
p itched propellers . The
app roac h s ho u ld b e
LI'
flown at a speed a little
above m in imu m dra g
speed.
Canard Layout
In my ancie nt French d ictiona ry, CANARD is a word
meaning "d uck" or "hoax" or a "lump of suga r di pped in
coffee" . I suppose a du ck's win g is so far back tha t it
d o e s rese mb le a tail firs t aerop la ne . Or maybe the
Fre nch tho ught it was a hoax!
Figure 16.2 shows the forces in trimm ed flight on a
canard aeroplane, LF the lift on the fo rep lane, L.\" the lift
on the wi ng , Mo the zero lift pitc hing moment du e to
wing camber and \ '\1 the we ight. Taking mo ments about
Figure 16.1
D
V~TAJ.L
V,\/INDRA G
I
"
,
I
CGPosition
Low aspect ratio aeropl a ne s wi th ta ilpl an es
will be ne fit from a mo re
forwa rd CG posi tio n
than give n by the usu al
lV(=L)
85
Figure 16.3
. _~_
:"...-t--_
Stability
No w thi s a ero p lan e ge ts a disturb an ce w hich
incr eases its ang le of attac k. See Figure 16.3 in which the
lift increa ses o n wing and foreplane, XLw and XLF are
sho wn alo ng w ith the resu ltant AL. I have omi tted all the
forces o n Figure 16. 2 w hich cance l o ut. The res ulta nt
ex tra lift, AL, acts at po int A which is the Neutral Po int
a nd w hich is d istan ce x fro m the CG. The aeroplane is
stab le if the NI' is beh ind the CG as before and d istance
x is the Stabi lity Margin.
CG Position
I have been unable to find a fo rmula in textbooks fo r
the Neutral Point of a cana rd whi ch le ad s me back to
Tbe formula e for CG doesn't toork
text.
Oil
har
IS
foreplane area
.
w mg area
fo replan e armlj,
- - ----''-win g mean chord
X ----'----
BUT, the are a of the forep lan e must include the area in
planform, of part of the forward fusel age (see Chapter
22).
The CG obvious ly e nds up q uite far ba ck on th e
aeroplane. The fore plan e ar m IF is the distance of the
forep la ne 's q ua rter chord po int a head of th e w ing 's
q ua rter chord point.
Control
Eleva tors on the for ep lane o r an all moving foreplane
ma y be us ed for pitch co ntrol. O bvious ly th e y mu st
mo ve trailing edge down for no se up pi tch . On can ard
deltas it may be more effe ctive to use ele von s.
Tailless
Aeroplane - To
Achieve Stability
Th e re a re tw o w ays
to m ak e taill e s s ae rop lanes stable . So rry , I'll
rep hrase th at. T here is
o n e w a y to m ake an
a eropl an e s ta b le and
that is to p lace the CG
ahe ad of t h e Ne u tr a l
Poi nt. Having done that
there a re tw o wa ys to
ma k e a ta illes s ae rop lane fly in trim .
Th e Ne utral Poi nt of
a n ae ro p la n e is th e
p o int th rou g h w hic h
th e resu ltant extra lift
caused by a small pitch
c h a nge w ill ac t. For a
flying wing this po int is
the w ing 's aerodynamic
ce n t re, b y d efini tion ,
whic h is at ab o ut 25% of
86
Figure 16.4
NP
To Fly in Trim
On e so lu tio n is to
use a special aerofoil section called a "reflex sec tion" as
depicted in Figure 16.4. As yo u see it is turne d up at the
trailing edge which gives it a nose u p zero lift pitchi ng
mo me nt Mo (o r if yo u like the Centre of Pressure moves
aft as ang le of attack is increased). A normal th in slightly
cambered sectio n w ith th e control surface re flexed
up w ards works as we ll. The further fo rward the CG is
placed the more reflex is needed to co mpensa te, and the
slower the flying speed the mor e reflex need ed to stay
in trim. Th e second method is to sw ee p the w ings back
and bu ild in a hea p of wash out at th e tips as in Figure
16.5. Conve ntional sections with CMO acting nos e down
can be used.
In my d iag ra m th e inboard p arts of the wi ng a re
lifting up wards and th e p art s nea r th e tips are lifting
downwards an d th e w ho le thing ad justed so that th e
total lift is zero. Th e nose up mo ment from the lift forces
mo re than balances the nose down moment from th e
wi ng sections, a nd so the overa ll Ze ro Lift Pitchin g
Moment is Mo as shown, acti ng nose up. The wing tips
act just like a tailpl an e .
The more ca m bered th e sectio ns u sed , and the
fur ther fo rward the CG, the more washo ut is needed.
Both solution s can be used together of co urse to end up
w ith a swept flying wing with a little wa sh out and a little
reflex on the sec tions.
Control
Control is exercised by move ment of co ntrol surfaces
at the trailing edg e. The co ntro l surfaces are a bit sh o rt
of leverage in pitch co ntrol, but on the other hand, th e
Multiwing
Bipl anes, Tripl an es, Qu adruplanes etc. mean drag .
Although structurally efficient, all those rigging wires
and struts give ex tra profil e drag. All those wingtips give
ex tra induced drag. Yo u ge t all the extr a drag from the
bits interfer ing wi th each oth er. They even ten d to have
big bul ky draggy fuselages, bu t they do have chara cter
and th ou gh Boei ng haven't built o ne for man y a yea r,
they are a firm favouri te with mod ellers.
Performance
Becau se of the high d rag , the Lift/D rag ratio is poor,
leading to a fairly stee p glide angle, which in itself is no
great problem wh en the engine is running . It just means
that approach es are best car ried o ut w ith a little power
on, and yo u have to be wary of deadstick landings. It
also ex p lai ns the re lative scarcity of b ipl an e th ermal
soare rs. Becau se of the low flying speed (us ua lly), larg e
fuse lage , and high d rag, most multiwin gs are bes t suited
to larg e diameter fine pitched prop ellers.
The compactness (re lative to the area) o f multiwinged
aeroplanes gives them less pitch and ro ll dam ping. Th at
Figure 16.5
11
Mo
I
I
-------
I
I
---
--~
--
--
---------------------
\
\
\
,,
87
CG Position
The fo rmula tor CG p o sit i o n in Chapte r 8 does not
ap ply to biplan es becau se o ne w ing has bee n ass ume d
in its deri vat ion . But if so me fiddl e fa ctors ar e used
perh ap s it can be mad e to give acce p table result s. O ne
pro blem is th at the tailpl an e is o pe rating in a ir w hich
has bee n slowe d down by its flow aro und the fuselage
a nd riggin g , a n d th e o the r is t ha t eac h w ing tip is
cre a ti ng vo rt ices w hic h c rea te d o wn w a sh o n th e
tailplane therefore so me account must be taken of the
numbe r o f w ings .
I th e re fore ma k e the fo llo w in g s ugges tio n . Fo r
biplanes wit h two identical w ings, let the mean cho rd be
the actual w ing cho rd and place it mid way be twe en the
tw o wings (and rem ember to allow for swee pbac k).
As befo re calculate the total gross w ing area a nd net
ta il are a. Mea sure the tail a nn betw een the q uarter cho rd
po ints o f the w ing mean cho rd and the tail , and wo rk
o ut th e tail vo lume ratio . Now use o nly HALF the ta il
vo lume ratio an d HALF the Asp ect Ratio of each w ing in
the usua l fo rmula
CG posn
N u m ero u s toingtips, plenty induced drag, steep glide (pretty though isn't it).
88
.~
30
.35
25
.25
.2
------- -----
20
18
_-..:.-- - - - - - - - - - 16
3
2
15
1
14
.15
factored toing
13
aspect radio
12
.1
CG posttion
as a % of toing
.09
Leading Edge
mean chordfrom
.08
Figure 16.6
.07
factored tail
oolume ratio
89
Chapter 17
Reynolds Number
M
Figure 1 7.1
25 0
150
3 0 00
2 00
25
70
60
6
20 00
50
20
50
150
40
40
15
35
1000
35
8 00
30
30
25
25
20
20
15
15
100
80
10
10
60
30
40
25
9
8
3
7
15
30
20
2.5
20
15
15
em s.
Willg cb o r d
90
10
15
ins.
Re te
iooo
fP s/mp b
kps/mpb
Airsp ee d
Os borne Re y n ol d s
Figure 17.2
(1842 to 191 2) was a
Brit is h scie n tis t w ho
discovered t h a t fo r
geome t rica lly si m ila r
te st s th e flow p att ern
w ill be id ent ical if a
pa rtic u la r co mb ina tio n
of the d imen sion s of the
tes t piece and the speed
of th e flo w , an d th e
viscosi ty and density of
th e fl ui d is kept co nstant.
For aerodyna mic purposes th e m ag ic combi na tio n ca lle d th e
Reyn old s Num ber (usually ab breviated to Re ) is give n by
p c V
Re = - - Jl
R,:
Situation Normal
The nor mal situa tio n is for the boundary layer to start
o ff lam in ar and the n some di st an ce b a ck fro m th e
le ading edge it be com es a turbulent bo undary layer and
rem a ins so to the traili ng edge . Th e point at which it
c ha nges fro m lam in a r to tu rbul ent is ca lle d th e
"Transition Po int ". Figure 17.3 shows a normal tran sition
from a lam in a r to a turbul e nt bou nda ry la yer . T he
turbul ent bound ar y layer is thi ck er th an th e Iarnina r
bo undary layer w hich it replaces .
Laminar Separation
Wh en the air flows over the aerofoil, its pr essu re on
th e u pper su rface re d uces to a m inimu m , and th e n
incre ases aga in to no rmal a t the tra iling edge . Figure
17.4 shows that as the larn ina r bo unda ry layer flows into
this area of increasi ng pr essure its alrea dy slow progress
is broug ht to a halt by the steadily incre asing pr essure
w hic h it is me eting. Air co n tin ues to flow in to th is
region from th e lead ing edge and so of co urse a "lump"
of stationary air builds up , the strea mlines of the main
airflo w are forced to se para te from the w ing surface . and
th e wi ng has sta lle d . As I sa id in Cha p te r 3 th e sta ll
usu ally starts near the trailin g edge but as an gle of attac k
is increased the se pa ration point mo ves rapi dly forward .
Th e drag increase due to se paration is very grea t.
Transition Point
~e
-. ...........--.
"
-------------~~--\
Transition P--;;;llt
91
Figure 17.4
Flow Getting
Slower
~~~~
11 \\
Minimum
Pressure
Point
-'/
\\
11
l'
'11
~ 11 \\
~
-'/
\\
~ /I -'/' 11 1\
1' -;:::-
If -;:::- \\ ~ II
~
II -;:::- \\
II
Area of
/
Turbulence
fl ""
~ ""~ ~ 1'
-, If
\\ II .;
"" 111\
Separation Bubble
At mod el Re it ofte n happen s th at shortly after the
laminar boundary la ye r sepa ra tes fro m th e aero fo il
surface, it tran siti on s into a turbulent bounda ry layer.
The con sequent thickening allows it to re-attach itself to
th e s u rface le a vin g a small p o ck et of s tag n a n t a ir
tr app ed against th e ae ro foi l ca lle d a "Se p a ra tio n
Bubble ". Figure 17.5 sho ws an aerofoil w ith a se pa ratio n
bubble . Within the se para tio n bubble a ge ntle rotational
flow develops as shown, du e to the pressur e distribution
and the visco us forces. As ang le of atta ck is increa sed ,
th e minimum pr essure point will move towards th e
leading edge and the se paration bubble will go w ith it.
T he p o int w ill co me when ei the r trans ition will not
occur , o r o ccurs to o lat e for th e tu rbulent bounda ry
layer to re-att ach itself. Th e flow se parates co mpletely,
the win g stalls, and the se pa ration bubble is said to have
burst. The flow will then look like that in Figure 17.4.
The Underside
On the lower surface of the wing the boundary layer
starts off, as always, lamin ar. At high Re it will tran sition
at so me stag e into a tur bul ent boundary layer with the
atte ndant high er drag, but at low Re there is no good
re ason why it sho uld be com e turbulent and wh en the
pr es sur e is reducing over the rear porti on of the section,
ther e is no reas on fo r it to se parate e ither. It is ho we ver
possibl e that o n underc ambe red sectio ns a se pa ratio n
Figure 17.5
Laminar B.L.
Separatton Poln1 /
92
Figure 17.6
-- . ---....
...
1 00,000 -
/ :'
;(.::. 100,000
-.... ...........
//.
<,
:85,OOO!
I
....
i 80,000,.....
80,000
--
,e
-:..---- --
T D
z :
85,000
A. --- <,B
200,000
200,000
/~_ . ~
/'
60,000
./
..... r ::
.... -.:
..:/"
, ,
I
,
.
I
\ I
....
....
Figure 17. 7
+
+
+
,- - -,
J---1-e
D
Low
lVeigbt
Higb lVeight
93
Wing Tips
Th e wi ng tip o n a tap ered wi ng is flying at the sma llest
Re. Th e bes t taper rat io ma y be mor e than the theor et ical
optimum of abou t 0.45 becau se reducing the tip Re co uld
increase profile drag more than the redu ction in induced
dra g ac hieved b y a p p roxi ma ti ng an e llip tica l wi ng
loadi ng.
In add ition , the tip sec tion will ge t into its critical Re
ba nd first as the aerop lane is slowed down, and Re is
redu ced . Ind eed , because the lift loss an d dr ag rise can
occur qu ite sud de n ly over a small cha nge in Re , it may be
that it w ill hap pen on one side before the other showing
all the signs of a tips tall. We cou ld cha nge the tip sec tion
to o ne wi th less ca mber and thickn ess to raise the critical
Re o f the tips. However that goes agai nst the adv ice in
Chap ter 7 (F ig 7 .10) to increase tip ca mber to avo id
tipstall. It depends a great deal on Re , h ut read o n a few
paragraph s.
Class Rules
Competition rul es can radi call y influe nce d esign . A
large aspect ratio is usu ally good for performa nce , b ut if
fo r exa mple the rules limit the wings pa n, the n a h igh AR
wi ng wo uld have a very sma ll chord an d a sma ll w ing
area and therefore a high wi ng loadin g. Th e problem with
a tiny chord is a very low Re , at w hic h most sec tions w ill
n ot perfor m a t a ll. T he o u tco me is th at g lide rs
compromise o n a lowe r AR giving a large w ing area, and
94
hen ce light load ing , cou pled with a reasonable ope rating
Re.
Optimum Weight
In Cha p te r 13 I sai d that ball asting a glide r wou ld
a lways give th e sa me best glide ang le, a nd a h ig her
mi n imu m s ink rate , a nd I illu str ate d it in Figure 13.9,
w hic h is rep rodu ced as Figure 17.8. Howeve r now I have
ass umed th at th e aerofoi l w ill not work bel ow a Re
corres pondi ng to speed "V". Co nseq ue ntly the p oints
w he re the theor etical best glide ang le and the minimu m
sink a re not ava ila ble . No w th e best glide an gl e a nd
minimum sink occur at the high er weight. I am no t sayi ng
that ballastin g is likely to improve a glide r's pe rforma nce ,
just tha t it is possible in certain circ ums tances.
Turbulator Strips
Turb ulato r strips are very sma ll steps o r irregul arities
on the surface of the wing , usu ally between 5% and 25%
of the chord back from the leading edge on the up pe r
surface. The ir purpose is to make the lami nar boundary
laye r become tu rb ule n t be fore th e no rm al se pa ra tio n
poi nt, in the hope that it w ill th en not separa te at all.
Thei r use is no rma lly restr icted to g lide rs or free fligh t
dura tion mod els, and es pecially o n o uter panels.
Th e effec tive ness of the te chnique is illu strate d in
Figure 17.9. The effect o f o ne strip of adhesive tap e 2 mm
w ide and 0.5 mm thi ck at 20% chord is shown by the
lin e s wit h cross-ba rs . At a Re o f 60,000 the sectio n 's
performance has been tran sformed . It has a res pectable
Lift/D rag rat io agai n , rat her th an a n ab ru p t sta ll, but
normal han dlin g othe rw ise . Befor e yo u rush off to stick
tape all over your wings, rem ember that this is jus t a br ief
mention o f a sub ject w hic h co uld take up a book in itse lf.
The tur bul ator sho uld not be regarde d as a pan acea to be
used indiscrimina tely o n all w ings in all circu ms tances. It
can have an amazing effect o n so me sec tions at ce rtain Re
but tur bulators ca n have an adverse effect.
Notice that at a Re of 200,000 the tur bulator strip has a
det rimental effect, causing an earlier stall and mor e drag .
Also ther e is a lower limit to the Re at w hic h they wi ll
wor k.
Surface Finish
It is noti ced in practice that a w ing with a ro ugh or
un even surface finish so me times has a bett er pe rformance
tha n a perfectly smooth wing .
The rou gh texture , o r irregul arities in the surface, will
turbulate the boundary layer just like a turbul ator strip .
However it is indiscrim ina te in its ac tion . Altho ug h
bu ildi ng in tur bu lence co uld so me times help, yo u may
find that so me of it, or even all o f it, is having an adve rse
effect. I suggest that it would be better to buil d the wing
with as acc ura te an aerofoil, an d as smooth a surface , as
possib le. Th e n yo u can ex pe r ime n t wi th s tick o n
turbulator strips w hic h ca n be moved or rem oved at w ill.
.-
/
/
.-
.-
/
/
R e 2 0 0, 000 Clean
I H+ I
Theoretical Data
In the world of full size aircraft, pe rformance can be
p redicted with amazing accuracy by computers, though
the test p ilot a lways has th e fina l say. Drag po lars for
mo de l aerofo il se ctions at specific Re can also be worked
ou t by computers . How accura te the res ults are is open to
deba te . Th ere is often a good correlati on w ith wind
tunnel tests at Re above the critica l band but wit hin it th e
comp uters seem to get a bit op timistic.
Further Reading
"Model Aircraft Aerodyn amics" by Martin Simons gives
a m u ch more detailed a c cou nt of th e prob lems of
aero fo ils at low Re .
"Pro filp o laren fur den Modellflug " by Die te r Altha us
and "Airfo ils at Low Speeds" by Selig Donovan & Fraser
contain resu lts of ma ny tests of useful section at relevant
Re .
95
Chapter 18
Aeroelasticity
Figure 18.1
XL
XL
- -- -- -- --
Datum
- line NP
96
{flex]
The Solution
The CG for mulae in
Cha p te r 8 ass u me a
fairly rigid structure. The
forward shifts of the NP
mention ed above (not
usu all y s ig n ifica n t ex cept in the case of h igh
aspect ratio w ings) ca n
be co mpe nsa ted fo r o n
fle xi bl e mo d el s b y
starting off with the CG
slightly furth er forward
th an yo u h a ve ca lc u la te d. How mu ch
d e p end s up on yo u r
assessment of the flexibil it y o f yo ur mod el 's
win gs and tail (say 2 to
5 per-cent ").
Figure 18.2
2. Aileron
Reversal
XL
Flexible
XL If'
Increased by twist
---------
XL
Rigid
- -- - -- ------
Figure 18.3
'
XL (Aileron)
Wh en a n a ilero n is
d efl e ct ed d o wn , the
ex tra lift ac ts we ll back
=-=-=--=--==----=--=-=-::-:-~
o n the wing. It is likely
To r si o nal
to act aft of the torsion al
/
Axis
axis of the struc ture in
--which case it will tw ist
the wing le ading edge
down reducing its ang le
of a ttac k and hen ce its
lift (see Fig ure 18 .3) .
The redu ctio n in the lift
XL (Twist)
mi ght turn out to b e
mor e th an th e incre ase
in lift from the a ilero n deflection so the w ing as a whole
spectac ular whe n it happen s. Figure 18.4 represe nts an
may lose lift causi ng a rolling mom en t in the o p posite
aeroplane in normal flight. Th e torsion al axis of its w ing
is qu ite fa r a ft, say 40% o r 45% o f the cho rd . So me
dire ct ion to th at intend ed . For si m ilar re as ons th e
d isturbance ca uses the wing to twist very slightly lead ing
upgoing a ile ro n ma y ca use a n incr ease in lift o n its
w ing . The ailero ns seems to have o pe rated in reverse,
edge u p whi ch will incre ase the win g lift at the q ua rte r
hen ce th e ex p ressio n "Aile ro n Rever sal ". The furth er
cho rd po int. Th e wing 's torsional stiffness w ill try to
tw ist it ba ck to its o rigina l position , an d no rmally does,
forwa rd the torsional ax is, an d the weaker the struc ture
is in to rsi on , th e m ore prone it will b e to a ilero n
but the ex tra lift, XL, is trying to tw ist it eve n furth er
reve rsa l. Th e wing section used mak es no differ en ce at
leading edge up .
The restorin g moment from th e wi ng 's stiffness is
all.
co nstant, reg ardl ess of speed , but the ex tra lift increases
Becau se the twistin g mom ent o n the w ing rises as the
sq uare of th e a irspeed , but th e stiffness do esn 't , th e
as the sq ua re of the airsp eed . If the aeroplan e is flown
a ilero n reversal will ge t wo rse as speed rises. In fact at
fast enoug h th is latte r mom ent will w in. It will mak e the
o ne p art icu lar s peed th e a ile ro ns will have no e ffec t
wing twist leading edge up inc reas ing its ang le of attac k
eve n furth er , wh ich inc reases the ex tra lift even more ,
whateve r. As speed rises to wards this critica l speed the
ailerons gradually lose the ir effectiveness , whil e ab ov e it
whi ch in c rea ses th e twi st even more a nd th e w ing
they will ac t in the opposite se nse to that inten ded . This
rap id ly twi sts le ad ing e dge up until it e ithe r sta lls or
critical speed is called the "AILERO N REVERSAL SPEED".
br eak s in bend ing o r twists right o ff. Th e initial slight
Ailero n Reve rsa l is a speed dependent pr obl em . All
d isturban ce rapidly be com es worse and w orse whic h I
sa id in the cha p ter on Stability is called DIVERGENCE.
aero planes w ith ailerons wi ll have an aileron reversa l
speed , the trick is to mak e it faster then the ae rop lane
Wing divergence usu ally o nly happen s in a stee p d ive
ca n fly. Th is ca n be d on e by incre asing the to rsion al
and ca n a ffec t w ings w ith ca mbered, sy mme trica l, or
stiffness of the win g and/or by having the tor siona l ax is
reflexed sectio ns. It is a speed dep endent probl em , i.e.
not too far forward .
there is a critica l sp eed called the WING DIVERGENCE
SPEED above whi ch it will happen . The struc ture most
at risk is a high as pect ratio open structu red wing w ith
3. Wing Divergence
just a main spar, aft spa r, and lead ing and trailing edges,
cove red in pla stic film.
Win g di vergen ce is a n un common p ro bl em , but
-- -
- ----
97
t
--.
--
.....
..
-- - --
--=--.."
--.
98
Mass balance bonis visible under the uiings oftbis typical trainer style model 011 floats.
the win g a t last s to ps go ing u p aga in, th e a ilero ns
overshoot to positi o n B agai n a nd th e who le p rocess
repea ts itself.
Figure 18.6
A--+-----~m--=--:-----=--:---;--------
TOI'sIOlUlI Axis
Inertia
-----~
Tbe aileron's
inertia carries it
further lip.
_....I..:::-E
~t_----------=:::..--===------~II!.:'..:.t.!"b~e~I_:
d~owll tobicb will make
it twist 1I0se doum again . . .
Inertia
99
Figure 18,7
balance
Set back
binge line
-:
-...SlIipof
solder o r
p iano uiire
o
L----'
--~
elm be u se d
01'
OIl
elenator,
ailel'OIl L
J.----.l
rndder.
100
Wing Flutter
I b e t someone has thought of a nea t wa y to e lim inate
Figure 18.8
---~~-- . . .. . .. :- # ..
Footnote
With regard to flutter, there are man y report ed cures,
a few of wh ich run co ntra ry to the theory. Perh aps so me
of what is d iagn osed as flutter is re ally so mething e lse,
like a sy mpa the tic vibra tion.
By a ll mea ns try on e o f the o ld wives rem ed ies, it just
might work, bu t first ask yourself o ne qu estion , "Do I
feel lucky?".
Tail Flutter
I ex pec t yo u h a ve
guessed that if the tail is
flexible o r is mounte d
o n a fle xibl e fuse lage
then flutter of the other
co n tro l s u rface s , th e
rudder and eleva to rs, is
li ke ly at hi g h spee ds .
You are right. Altho ug h
eleva tor o r rudder flutter
is le s s c o m m o n o n
mod el s th an ail e ron
flutt e r be aw are th at it
ca n ha pp en . Secu re
fi x in g of th e fin a nd
tailpl an e to the fuse lage
is essential. Mass balan cing of the elevator and
ru d de r wi ll c ure th e
problem and is standard
pra ct ic e o n full s ize
ae ro p la nes . Th e sa me
thing ca n happen to an
All Mo ving Ta il (or
fore plane) , with flexible
Figure 18.9
Tip
Root
Inertia
c
Inertia
~
Lift increase from twist starts
wing going up again
101
Chapter 19
Tuck Under
o me years ago, I was test flying a high as pect ratio
pow ered mod el of my ow n design . Th e low speed
hand ling was fine so I open ed the throttle fully to
see how fast it would go . As th e aer oplan e began to
acce lerate the nose started to rise so I app lied four clicks
o f down tr im to maintain le ve l flight. As th e sp e e d
increa sed furth er it appeared that I had o ve rdo ne the
down trim a nd I had to apply four clicks of up trim. Even
that wasn 't eno ugh as the nose co ntinue d to drop. I was
back to the trim position for level flight at low speed and
here it wa s still putting its no se d own. It co uld no t be
ca use d by excessive downthrust as the initial tendency
had been nose Up. Then I realised . This was it! This wa s
the dread ed Tu ck Unde r.
I found that , starting from trimmed flight at whatever
speed, if I applied down e leva tor to start a dive , there
ca me a po int whe re the model just ke pt stee pe ning the
d ive of its own acco rd , eve n wh e n I re turn ed th e
elevator to its or igina l position. The slower the aeroplane
was !lying to begin with , the more di ve it ne e ded to
make it tuck un de r. It w ou ld even do it fro m gliding
fligh t, bu t each time it re co vere d w he n I closed th e
throttle and applied full up eleva tor. Until that is, on e day
I mad e it tuck under with the rate swi tches ina dve rte ntly
se t at low . This time the d ive was te rminal.
Fig u re 19.1
Tail Angle to Trim
1. Willg Twist
H igb Speed
Tri m
P O SIl
up Elev
102
Low Speed
As I sa id in Chapter 5,
the forces on a normally
ca mbe re d wing can b e
repre s ent ed b y a lift
fo rce th rou gh the ae ro dyn ami c ce ntre (q uarte r
c ho rd p o int ) to gethe r
w it h a m om e nt Mo
w hich acts lead ing edge
down . This mo me nt will
tend to twis t th e w in g
lead ing edge down. Th e
structure of the w ing will
therefore acquire a twist
suc h th at th e w ing tip s
w ill de ve lop "was ho u t"
relative to the roo ts. The
twi s t wil l b e w orst on
high as pect ratio wings.
Figure 19.2
Tip
-----_T_-_- itlJist-~---
True Situation
Bquiualent t
----------==~
~E::::q......iualent Ta~
_____
---------
----------
Figure 19.4
Figure 19.3
C=--?Sf~J
LT
As the aeroplane flies faster the twisting moment will
increase as the square of the speed. That is, when you
double the speed you get four times the twist. The effect
of Mo pushing the nose of the aeroplane down is not the
problem. That ha s been taken care of because the
restoring force from the tail also increases as the square
of the speed. The problem is that the wing twist gets
worse as the speed increases.
This speed dependent washout can be considered
equivalent to the entire wing twisting as a rigid unit
relative to the fuselage by an angle A in a leading edge
down direction. See Figure 19.2. The greater the moment
Mo and the less the wing's torsional stiffness, the greater
will be the angle of twist A. The effect on the aeroplane's
trim of the wing twisting leading edge down will be the
same as if the tailplane were rotated leading edge up by
angle A. The aeroplane has put on its own down trim,
angle A, without the pilot moving the controls.
2. Tail Bending
Figure 19.3 shows a model with a slender tail boom.
As you have seen in Chapter 12, an aeroplane trimmed
for a fairly high speed will have a download on the tail.
The download increases greatly as the trimmed speed is
3. Flexible Controls
Most models have a tail a rra n ge d such that the
pushrod, or Bowden cable (snake), has to "push for up".
That can cause problems when it is connected to an all
moving tail with its pivot well ahead of its aerodynamic
centre (25% of its Mean Chord), as in Figure 19.4.
In high speed flight there will be a downforce on a
symmetrical tail at the 25% chord point. This force will
put the pushrod or snake into compression. Unless it is
very stiff, a pushrod in compression acts a bit like a
spring and it will bow, or buckle, under the load . (Figure
19.5) The problem is made worse by using long wire
ends with Z-bends to clear obstacles or exit the fuselage.
The greater the compressive load , the more it will buckle
and so effectively shorten. Unless it is well supported
over its full length, a Bowden cable will also bow, and so
103
Figure 19.5
-------- -----
---
Pushrod Bowed
Pushrod Compression
Figure 19.6
Tail angle to trim
Trim Line
<, (Rigid Theory)
.......
Angle
Neutral
Elevator
ofFlex
Low Speed
High
Speed
New
Neutral
-------
....
CL
)
A
up
104
Stability Influence
As I said in the beginn ing, a rigid aeroplane ca nnot
tuck und er because its stability will not let it. Similarly the
stab ility of a flexible aeroplane will try to prevent it from
tucki ng unde r. The mo re the speed devia tes fro m the
trimmed speed the more the nose up pitching mo me nt
from the stab ility increases, BUT the nose down mom ent
fro m th e fle xibility inc reases m uc h more rapidl y as
illustrated on Figure 19.9. Where the two lines cross ove r
the aeroplane will aga in be in trim, but the slightes t furthe r
inc rease in speed will leave a nose down net mo ment
whi ch will cause a tuck und er. However the mor e Stab ility
Ma rg in an aero p la ne has , th e stronger th e re co ve ry
Figure 19.7
DOWII
-~:~:~)~~
Elev
I
I
Neutral
Critical
Speed
CL
up
Elev.
Vertical Dive
105
Figure 19.8
Full
Dowll
,., ,.,
- --
Rigid
-I
I
I
I V
Max I
I
I
I
Flexible I
Full Up
I
I
I
I
I
Figure 19.9
Tailplane
Instability
Su p pose something,
like a gust, deflects the
All Moving Tail in Figure
19.11 leading edge up by
a small angle. The pushrod will be compressed
and it will try to spring
back and return the tail
to its original position.
This restoring force from
the push rod will be
independent of airspeed.
However the addi tio na l
lift XLT caused by th e
disturbance will tend to
ro tate the tail the other
way, leading edge up ,
and this desta bilising
force will increase as the
square of the speed. If
I
the speed is high enough
I
the d es ta b ilis in g force
I
will win. The tail will flip
I
lead ing edge up until it
R ecover I Tu ck Ullder
reaches the fu ll "dow n "
V
III
I - -......~
travel stop. The result is
obviously a tuck un der,
TrlmSpeed
Tuck Under Speed
or even an outside loop.
All th e up elevator you
can apply on the servo
maximum downward lift coefficient. If that is not sufficient
will disappear into further bending of the pushrod. Th is
to pull it out of the dive , it is doomed. Its only chance
Tailplane Instability Speed, above w hich the pushrod is
would be to bunt right round into climbing flight inverted
incapable of preventing the tail runaway, can be increased
until the speed red uces.
by stiffening the pushrod, reducing the tail area, increasing
Then . .. get out of that!
distance y, or best of all placing the tailplane 's pivot on, or
Pitching Momellt
10 6
....
_.~
- - - --
Conclusion
Tuck Unde r is ano ther aeroelastic problem caused by
the flexibility of the structure, and not, as the uninformed
may try to misle ad yo u into be lievi ng, ca used by the
107
Figure 19.12
Theory
Do w "
Elev
Ac tual
up
Elev
108
Footnote
In the past ther e hav e been mod els whose performanc e
has seeme d a little odd , unu sual , disappoi nting . Fo r
exa mple, I brou ght myoid tra iner out of retire me nt in
order to run in th e eng ine for my first "hot" aerobatic
sp o rts mod el. It wa s a ve ry good tra in er w ith docile
predictable handling characteristics but wh en I installed an
engine with two and a half times the power of its intende d
engine, it changed . At low spee ds, w ith the engine at idle ,
it still flew velY nicely, but at high sp eed it just felt wrong,
perh ap s a bit sen sitive to elevator trim, but difficult to put
into words at the time . Looking ba ck I wonder if I wa s
o pe rating it at aro und its Critical tuck under speed, and if
that could account for its odd handling. I wonder if oth er
people have encountered unu sual handling cha racteristics
on mod els which could be related to inadequate structura l
stiffnes s. I wonder is it wise to operat e an aeroplane so far
outside its intended design envelope? It is worth giving it
so me thought.
Chapter 20
OU
Navigation
The velocity of the aeroplane relative to the air is its
"airspeed" , and its "groundspeed" is just the vector
addition of the airspeed and the windspeed as in Figure
20.1. The direction of the groundspeed is called the
"track" of the aeroplane. The airflow over the aeroplane
will still be straight from nose to tail.
If you are really interested (or mistrustful) you will
find proof of this vector addition idea in a mechanics
textbook, for example "MECHANICS" by Den Hartog.
You will also find proof that the acceleration of the
aeroplane relative to the ground is the same as its
acceleration relative to the air, because we are assuming
that the air has no acceleration. If a steady wind does
not affect the acceleration of the aeroplane then Newton
would agree that it does not affect the forces on the
aeroplane or its behaviour.
Slope Lift
Thermal Lift
Hot patches develop on the surface of the Earth due
to solar heating, or buildings or whatever. A hot patch of
ground shares its heat with the surrounding air which,
when heated, expands. The warmer air is less dense
than its surroundings so when a big enough "p ile" of it
has developed it breaks away from the surface and
begins to rise as illustrated in Figure 20 .3. The
surrounding air flows in to replace it, and the hot patch
of ground starts to warm up another batch.
Figure 20.1
Wi"d
Vector
109
Figure 20.2
-~---
-~~-
3 ft/sec at
north-east.
10 ft/sec at
30 ft/sec at
50 ft/sec at
Figure 20.3
Hot Patch
110
Gusts
Re m embe r w he n flying b ecame avai lable to th e
ge n era l p ub li c o n
cha rte r fligh ts to Palrna
Figure 20. 4
and Be n idorm wh ich
were c h ea p e r th a n
staying at hom e? People
came back wit h stories
of new ho te ls in slee py
Spanis h fishing villages,
Sa ng r ia a n d "Cu b a
Libre " che aper than tea
Gro""dspeed 100
( a n d mu ch s tro n ge r) ,
Airspeed 50
a n d o n t h e fl igh ts of
Stalling Speed 51
h ittin g "Air Po ck e ts "
Oops!
whi ch so unde d like the
holes in Sw iss che ese or
th e lu m p s in sch o o l
cus tard . We ll of co ur se
th ere w ere no t re all y
hol e s in th e a ir, w ha t
th e y h ad e nc o u n te re d
we re GUSTS.
It wo u ld h ave be en
n ic e if th e air m o v ed
smoo thly and unifor mly
over th e sur face but it
d o e s n ot. It is fu ll o f
tur bu len ce , what w ith
th e ro u ghn e s s o f th e
ground sur face a nd th e
th e rm a ls a n d so o n .
Win ds hear is fi x ed in
p la c e , ie: - a fte r on e
ae ro p lane flies throu gh
it the winds hea r w ill still
be the re w he n the next
ae ro plane comes alo ng.
However tur bul e nt gust s
Groundspeed 100
Airspeed 100
/
Wi"d
Right aileron to
prevent left roll =T"1I"""=
111
Figure 20.5
:
~8'$'45
~THUMP
u..J
LJ g.s.45
a.s.48
Stalling Speed 51
ess
g.s.45
a.s.75
Groundspeed (g.s) 45
Airspeed (a.s) 95
112
Analogies
For a n auti c al a na lo gy th ink of th e e ffec t o n a
powered boat of a river curre nt, or better still an ocea n
current miles from land . (Forget the e ffec t of wi nd o n a
boat becau se that is a diffe rent case e ntire ly) . In th e
middle of the ocea n there is no way of kn owing if the
wat er is moving relati ve to the e arth unl ess yo u ca n see
th e b ott om . If th ere is a c u r ren t it will m a ke n o
differ en ce to the handling of a boat and I have ne ver
hea rd of a boat zooming upwards when turn ed head o n '
to the Gulf Strea m.
However back to ae roplanes in the wind . Whe n yo u
sit back with a glass in yo ur hand and th ink ab out life,
the wi nd is just a block of air movin g at so me speed
relative to the ea rth's surface , and if a mo de l ae ropl an e
stays w ithin that block of air, the speed of the a ir over
113
Chapter 21
Fig u re 2 1.2
Support
~~
>
~
Compression
~
Te nsio n
\~
Load
Support
n line with the res t of the book, this is not about how
to design structures, it is just a lirtle bit of theory to
explain how the structures used in model aeroplanes
work. There are qui te a few words, most of which wil l be
familia r, whose meanings in this context I wou ld like to
clarify.
Figure 21.2.
SHEAR. The wing dowel in Figure 21.3 is in "shear" when
other.
BENDING. The beam in
Figure 21.3
Fuselage holding
dowel doum
114
of cross-sectional area,
and tells how concentrated the load is . If a
piece of quarter inch
sq uare wood is canying a
one pound load then the
"stress" in it is 16 lb ./sq .
in . . . If the same load is
on eighth square balsa
the stress is 64 lb ./sq . in .
Each material has a
limiting stress beyond
which it will break.
Figure21S
Figure 21 .4
Load
c~
1\
Support
Tensile
stress 16
No
, J
load
Tensile
stress 64
SUPPOl-t
llb
llb
load
load
Figure 21.6
Stress
Stress
100
100
Unstretcbed
-----"
le1lgth
Stiff
material
Flexible
naterial
Load
Load
Figure 21 .7
Rubber
115
point
bending m o m ent
total
=2
2xl
A
B
2xl + 2x3
=8
= 18
= 32
= 50
=72
Figure 2 1.9
Bending moment
Built up Wings
The usual structure for carrying a bending moment is
the beam, shown bending in Figure 21.11. The strength
of such a beam depends on its breadth (b), and its
depth (d) cubed. The material nea r th e top surface is
being compressed and along the bottom surface it is
being stretched while in the middle the material is under
no stress and carries no lo ad . It might as well not be
there.
The 'I beam' consists of a top spar and a bottom sp ar
with a thin sheet web in between . For ease of
construction the web may be glued to the rear faces of
the spars as in Figure 21.12 in which a load is tending to
bend one end upwards like the lift on a wing . When
such a beam is canying a bending moment the top spar
is in compression and the bottom spar is in tension. The
web holds the two spars apart.
The strength of the beam depends on the cross
Figure 2 1.10
116
Tip
Wings a ttached
to fuselage sides
Figure 21.12
Figure 21.11
Load
Load
Compression
Support
Figure 24.14
Foam Wings
A th in shee t o f mat eri al is ve ry go o d a t ca rryi ng
ten sion . A strip of my printer pap e r o nly 1.5 inch es wid e
wi ll ca rry a ten sile load o f 20 sma ll ca ns of beer (or 15
pounds to ge t technical), How mu ch load do yo u thin k
that pap er co uld carry in co mpression? No ne, becau se it
jus t bu ckles up, unl ess you ca n find a way of sup po rting
it. If I ro ll up a strip 9 inc hes wid e into a cylinde r one
inch in d iam eter and 1.5 inch es lon g, add a da b of paste
to hold it in position and sta nd it o n e nd, I ca n ge t that
sa me paper to ca rry a co mpressive load of 4.5 pou nd s
before it co lla pses s ide ways . \'{Iith b etter s u p port it
wo u ld proba bl y ca rry
even more load , bu t it
w ill a lways be wea ke r
Figure 21.13
in co m press io n th an
te nsio n . Gi ving th e
Sbeet
s hee t th e right su p port
is vitally imp ort ant to its
co m press ive s t re ng th
and stiffness .
T ha t is w here th e
foa m in a fo am w ing
co mes in . It s up ports
Sheet
th e thin s ki n covering
't" ~ ...
Extra material
more effective bere
l'
tban bere
.- ...
,
,
.___-::::::::::::::::::=======r=n--------
Rib
11 7
Figure 21. 16
Figure 21.15
Bending lo a d
Root
Tip
J o ining Wings
The object is to transfer the stresses from o ne wi ng to
the othe r and so a suitable load path through wh ich the
stresses can flow is necessary. The best w ay to join spars
is the usu al plywood dih edral brace glue d to the front or
rea r faces of the s p ars (o r pre ferabl y b oth faces to
increase the glue area) . When the stress is ca rried in a
sheet mat e rial , as in a veneered fo am w ing , the two
sheets of ve neer should be joined smo othly to gether
with, say, a strip of glas scloth and epoxy resin .
Joining fo am wings w ith a pl y dihedral brace is
as king for trouble. You ca n no t ex pect th e foam to
tran sfe r any stres s, and the joint between the ply and the
skins is o nly 0.03" thick, and that is IF you get a good fit.
It doe sn 't give a lot of gluing are a! When foam wings
MUST b e joined by spars, as when they plug in for
exa mple , great care is needed to ens ure that the stresses
ca n tran sfer from the sk ins to the sp ars without leaving a
weak link . Some designers incorporate a ca rb o n fibr e
spa r to ca rry all the bending load in the first place which
mak es win g joining ea sier.
Tapered Strength
The bending moment o n a wing is g rea te st a t th e
root. Th e stru ctur e is therefo re design ed to co pe with
the load at the root, but for building co nve nie nce the
co ns tructio n is often the sa me fro m roo t to tip , Figure
21.15. Wha t a waste of streng th! It wo uld make sense to
tape r th e stre ngth a bit to save weig ht. For examp le,
very ofte n the w ing sect ion at the roo t is much th icke r
than the o ptimum to ga in ex tra streng th w ithout adding
to o mu ch ex tr a weight , a n d th e sectio n thickness
reduces toward s the tip (as in the Zlin SOL whose win g
is 18% thick at the root and 12% thick at the tip). The
spa rs can be tap ered in cross sectiona l area towards the
tip , and with a plywood dih edral bra ce the result is a
wing whose stre ngth varies as in Figure 21.16 .
118
Tip
Root
Bending Stiffness
Althou gh the bending strength is our chief co ncern, if
th e w ing ha s insufficient bending stiffness it may be
p ron e to so me form of flutte r which is undesirable. To
cure or avoi d the problem use a stiffer mate rial of the
sam e stre ng th a nd weight, or just beef it up a bit to
make it stro nge r and stiffe r at the sa me time .
Strutted Wings
Figure 21. 18 represents a wing a ttac hed to t h e
fuselage at X by a bolt running fore and aft, so tha t it
ac ts li ke a h in ge . T he
Fig u re 2 1.17
wing is also su pporte d
hal fw a y bet w e en ro ot
Crease
a n d tip b y a s tr u t
attac he d at bo th e nds in
a similar manne r.
I based it loosely o n
~
a full size aeroplane and
rounded o ff th e numFoam core
b ers , ju st to gi ve a n
a p prec ia tio n o f th e
rel a tiv e sizes of th e
't
forc es in vo lve d . Th e
Crack
strut makes an ang le Y
(27 d e gr e es ) w it h th e
w ing . In th e lo w e r
d rawing the par ts have
been se parated an d the
I~
forces s hown mo re
Filler
clea rly.
The stru t is o bviously
ca nying a ten sion force.
~
Taking mom ents abo ut
Glassclo tb
X, I worked o ut that the
s tr u t ten si on e q ua ls
1.1W, 10% mo re th an th e w ho le aeropla ne 's weig ht ,
the fuse lage by a w ire wou ld be just as effective but yo u
there is a co mp ressive for ce of W o n each side of the
w ill need o ne o n the top (a so -called land ing wire) to
top of the fuselage and a pu ll of 1.1W to each side of
hold up the wi ng when on the gro und, o r in inverted
the fuselage bott om .
flight an d a ll the sa me arguments ap ply to fully rigged
T ha t is in s tea dy le vel fli ght. Pull 6'g ' a n d yo u
biplan es.
Try working o ut the load path s yo urse lf to see whic h
mult iply all these fo rces by 6. A stro ng strut and good
strong jo ints between it and the w ing are neede d , and
pa rts of the str uc ture and rigging are ca rrying the heavy
th e fu sel age mu st be s tro ng e no ug h to resist be in g
loads.
sq ueezed to ge the r at th e to p and pulle d a pa rt at th e
bottom .
What of the be nd ing
Figure 2 1.18
m om ent? We ll a t th e
s t rut pos itio n noth in g
Tota l lift = b a lf uieigbt of aircraft lV/2
h a s c ha nge d so t he
bend ing mom ent here is
jus t what it wo uld be if
th ere were n o s tr ut.
In bo ard of the strut, the
be nding mo ment car ried
by the wing red uces to
zero at the roo t.
Bend ing mo me n t is
g rea tes t a t th e s tr u t
fix ing (as in Fig u re
21.19), so that is w he re
to stre ng the n th e wing
lVillg roots co mp ress
in b end in g , a n d yo u
Fuse/age
z
certa in ly mu st not jus t
Tcos Y X
A
Tcos YY
~ ~-=======~=-=pc=-==<;==========
d rill thro ug h the spar to
Top
Tcos Y=W
fix the stru t.
Th e bo nus in us ing
T
T
w ing s tru ts is tha t the
T= 1.1W
m a x im um
b e nd in g
m o m ent is , in th is
insta nce , on ly about a
Wi llg struts pull
quarter of wha t it wou ld
fu s e/ag e bo ttom
b e a t th e roo t of a
ca ntileve r w ing (Le. o ne
w itho u t a s tr u t) pro du cing the sa me lift.
T
Attaching the wing to
~ TCOS Y
119
th e c ho rd . a n d th e
p o sition o r th e Ilexura l
a xi s . but a n y twi st
b etw e en t h e ro ot a n d
th e tip is und e s ir able
a nd must be reduce d as
far as possibl e .
Figu re 2 1. 19
Bending moment
(ill a.\ bending m oment 4 times
g rea ter 0 11 a ca utileuer ioing )
Built up Wings
\
\
\
\
\
\
\
\
,,
,,
"-
"-
Root
Figure 2 1.20
T he s im p lest w ay to
d e s ign a t ors io na llv
stiffe r Wing is to reduce
t h e asp e ct ra t io . T h at
costs g lid ing p erform an c e so w ould app ly
o nly to powe red models.
Nex t yo u must co ns id e r
a stiffer struc tu re . Figure
21 . 20 re pr e s e nt s tw o
wi ng struc tu res . I h a ve
idea lised them a bit and
m is sed out th e trailing
e d ge p ie c e a n d co ve r ing . Both u s e the
SAIVIE am ount o f w o od
but type A w ith th e Dbo x is IIIUCH (may be 23
tim e s ) st i ffe r in torsion
th an typ e B. The reaso n
for the dramatic increa se
in sti ffness . and stre ngth.
is th e closed box .
Th e tor sion al stiffn ess
o f struc tu re B is th e s u m
Tip
o f its part s . but the
to rs ion al s t iffness of
structu re A d epends on
the skin th ickn ess and the AREA e nclosed . Fully shec ting
the wh o le wing w ill enclo se mor e than twi ce the a rea
and giv e more th an twi ce the torsi on a l stre ng th and
stiffn es s. Any add itio nal stiffne ss fro m the co ve ring wi ll
depend up on the co ve ring mat e rial used .
Foam Wings
Th e typi cal veneered foam wing is pr obably as stiff
as . ma yb e eve n s t iffe r
th an . a bu ilt up fu ll y
sh e ered win g , Aga in the
s t ru ct u re d e riv c s it s
Co mp risingrs tre n g t h a n d s t iffn e s s
1'1'0111 being in th e form
3 pieces 6 ,\' 6 "1/11
o f a c lo s e d b o x a n d
2 pieces lOO,\' 2 "1/11
in add itio n th e o hec h i
1 p iece 25 ,\' 2 111/11
ve n e e r is a s t iffe r
ma te rial than ba lsa ,
120
R educed
Stiffness
Th e tors ion b o x
MUST b e co m p le te ly
e nc lose d , Make a s lit or
a c ra c k ri ght a lo ng a
typ e A struc ture a nd its
Figure 21.21
Increased Stiffness
Either a fully shee te d w ing or a ve neere d foa m w ing
can be fur ther stiffene d by co ve ring, either with dop ed
tissu e or p re ferably g lass , Kevlar or ca rbo n fibr es. Fo r
max imum resis ta nc e to
,--------------------------------------------,
to rsion al load s the fibreFigure 21.22
glass clo th or strands o f
Kev lar or ca rbo n fibr e s
shou ld be ap p lie d wi th
th e fibr e s r u n n ing
di a g o n all y a cro s s th e
w ing as in Figure 21.2 1.
All
th e s e
m o dern
mat er ial s are light er
st ronger and stiffer th an
steel w ith ca rbo n fibr e
the stiffest and Kev lar th e stro ngest (jus t).
wooden up right s carry compression . As long as ten sion
is ma inta ine d in the wi res th e glue d wooden jo ints are
in sim p le co mpressi on and are therefo re ve ry stro ng .
When modell e rs first co pied thi s built up struc ture
Aside from th e for ces applied to fuselages by stru tted
th e y left o ut the di ag o n al w ires for s im p lic ity , bu t
w ings a lrea dy me n tione d , aero dy na m ic load s a re
covered it in d op ed tissue , silk or ny lo n. The co ve ring
u n like ly to exceed th e stre ng th o f th e fu sel ag e o f a
w as st uc k we ll a ll a long th e long e ron s a nd to the
norm al mod el aircraft. Th ere are how ever tw o as pects I
u pri ght s as we ll, so th e ta u t cove ring s up p lies the
wo uld like to h ighli ght.
d iago na l te nsion force, and th e stru ctu re is adequately
The first is th e bendin g stiffness of slender tai lbooms
stro ng in both di rec tions .
The ability of just the woode n structure , dep icte d in
so me ti mes u sed o n m ode l g lide rs . As des cr ibe d in
Chapte r 19, too flexible a tailbo o m cou ld lead to tuck
Figur e 21.2 4, to ca rry a lo ad de pends en tire ly o n th e
und er. What is required is a boo m o f ad equ ate de pth
be ndin g stre ng th of th e g lued joints , w hic h is hardly fair.
made of a st iff mate rial. A th in wa lled ca rbo n fib re tub e
No r is it ve ry stro ng. It is no t even stro ng e nough to
mai nta in its own sha pe aga ins t the tensio n in a curved
might be a good so lutio n . A suita ble fix for an existing
ina de quate structure mig ht be to add a fin strake as in
long er on , o nce it h as b e en lift ed fro m the b u ild ing
Figure 21.22 to stiffen the ta ilboo rn. O r you co u ld add
bo ard .
If a built-up struc ture is to b e stro ng eno ug h (wi thou t
ca rb on fibres to top and bottom.
Fig ure 21.23 rep rese n ts a struc tu re o fte n used o n
a d o p e d fa br ic covering) to main tai n its own shape,
aircraft of the \Xf\V'l era . Side fra mes were construc te d
ne ve r m ind ca rry a lo ad , it needs cross-b raci ng . Yo u
usi ng wooden longerons and upr ights , a nd each bay
mu st in sert a d iag on al mem b er into each bay to carry
te n si on o r co mp ression force s , as in Fig u re 2 1.25 .
had tw o w ires ru n ni ng di agonally an d tensio ned wi th
turnbu ckles. Th ese wires were necessar y to maint ain the
In st e ad o f a si ng le d iago na l, a pai r o f th inn e r ones
shape und e r lo ad . In th e case shown, wi th a down lo ad
(gl ue d togethe r w here th ey cross) would also d o the job .
from the tail, the w ires shown with arrows ca rry tens ion
Diagona l membe rs are essent ial, but th e u pri gh ts are
(the o the r wi res ca ter for an u pwa rd ta il for ce) and th e
n o t. You ma y see a s tr uc tu re usi ng only diago na l
Fuselage Stiffness
Figure 21.23
Doumload from ta il
121
Figure 21.24
Load
Tailplanes
The lift for ce on the tail depends o n the ai rspeed
sq ua red, the tail area Sr and the tail's lift coefficient el T .
Just as in wings the greatest bending moment is at the
root. From Figure 12 .2 , the tail 's lift coefficient is
generally upward at very low airsp eeds, and becomes
more and more negative as airsp eed inc rea se s. If it is
going to break in bending, it will bre ak off downward s
at the root in a high speed dive when the speed and lift
coefficient a re both great est. It is quite poss ible fo r
tailplane s to flutter just like w in gs . The c ur e is to
combine stiffness w ith stre ngth, use inflexibl e controls,
and mass balance at the leading edge .
Pushrods
Th e stiffness of pu sh rods cropped up in the chapter
on tu ck unde r, bu t even if that is not one of yo ur
problem s it is a good idea to make the pu sh rod s as stiff
as possible to prevent blowback o f the controls a nd
maintain control effectiveness . They should sho rte n as
little as po ssible when compressed. Balsa pu shrods are
the norm, a nd the bigger in diamet e r the better. Th e
recent innovation of using a carbon fibre tube seems an
excellent idea . Piano wire ends for connections sho uld
be as shor t and stra igh t as possib le .
Figure 21.25
Doumload from tail
122
Chapter 22
Centre ofGravity
Position
ince the publication of the first edition I have been
wri ting a co lumn called "Ae rodynamic For um " in
th e monthly magazin e "R/C Mod e l World ", also
publish ed by Traplet. In th e co lum n I try to a nsw er
qu estion s from readers, and fully half of the probl em s I
e ncounte r invol ve findin g a safe Ce ntre o f Gravity. I
fo und it useful to co llect together into o ne place all the
theo ry relevant to CG locatio n - an d I thou ght yo u ma y
find it useful too , so h e re it is added to th e second
ed ition.
The Centre of Grav ity is the ba lance poi nt, the poi nt
through which weigh t ac ts or, if yo u are a stickler for
acc uracy, it is the poi nt about w hich the weight has no
mom e nt (rotation effect) . It is a three d ime nsio nal poi nt ,
bu t it s hould be ne ar enoug h o n th e centreli ne of a
sym metrical aircraft, the heigh t doesn 't much ma tter, so
a ll we are co nce rned about he re is its fore a nd aft
position .
From th e above de finit ion , the CG is the p o int a t
whi ch yo u ca n sup port the model sus pe nded fro m string
or balan ced on finger tips, the edge of a ruler , the blunt
e n ds of tw o p en c ils , or o ne o f th e p u rpose made
devices for checking CG position s.
T he pos itio n of th e CG d et ermi n e s how mu ch
stability the ae ro plane w ill ha ve , and also ho w mu ch
co ntro l over it yo u w ill have . Stability an d Contro l are
o p posite s;- the more of one yo u have th e less of the
o the r yo u ge t, so CG position is a co mpromise . You are
try ing to ge t just the right mix of Stability and Contro l.
We are co ncerned only w ith Eleva to r Control he re ,
the rud de r and ailerons do not concern us. \Ve w ant the
elevator to pitch the nose of the aeroplane up and down
in a reliabl e and pred ictabl e fashio n, so tha t we have the
full range of co ntro l witho ut it be ing ove rse ns itive .
If yo u wa n t to arg ue t ha t th e CG is a four
di me nsiona l po int, because it cha nges w ith time as fue l
is b urned , w he n bombs are dropped or t h e
un derca rriage is raise d, the n we plan for the worst case.
Pla n th e aft-most CG whic h will be e nco u nte red in
flight, Le. with the fue l tank empty if it is at the fro nt, or
full if it is at the back.
If the CG is wror
As yo u move the CG forward from its ideal position
the aeroplane becomes mor e stab le. That 's OK, but yo u
start to run out of CONTROL o n elevator. You gradua lly
lose the ability to sp in, stall, fly invert ed , loop , and even
Th e Correct CG
The CORRECT position for the CG is tha t which suits
YOU th e p ilot. Your CG mi ght differ fro m someo ne
else 's , but if it is right for you , the n it is the right CG.
T he CG fro m a form ul a or th e p la n is a sa fe
recommended starting point, then with ex pe rience you
can experime nt. You perform various Fligh t Tes ts.
Flight Testing
The popular "Dip" test ca n be use d o n most mod els ,
bu t is pa rtic ularly rel evant to e lec tric soarers, glide rs,
tr a in e rs or vi ntage typ e mod el s, w hic h do no t ta ke
kind ly to aeroba tic man oeu vres.
First yo u trim the model o ut in straig ht steady flight.
If it is a p o wer model it is best do ne flying level a t
cr uising power, one thi rd to two third s throttle . Once
trimmed o ut you pus h fo rwa rd on the elevator stick a
little to put the model into a shallow d ive a nd hold it for
a co uple of seconds to pick up speed . The n le t the stick
return to neutral.
A stable model w ill gently pitch nose up into a sligh t
climb and its speed w ill reduce to its origi nal trimmed
speed . Thi s initia l reaction shows us the 'Static Stabili ty'
of th e model. If th e mod el ra pidly se ttles dow n in to
steady le vel flight at its orig ina l trimmed speed the n that
shows tha t it has good aerody na mic da mping as we ll,
and so it has good "Dynamic Stability". This is the usu al
resul t.
It may be that the mod el will pitch up q uickly from
123
The Paradox
Th ere may be sceptics wh o find it difficu lt to beli eve
that adding lead to the nose w ill help a mod e l pull o ut
of a dive , so let 's look at it an other way.
When yo u add the lead to the nose to mov e the CG
furth er forwa rd yo u will need to re-trim for stead y flight
at the same speed . Som e u p e leva to r trim w ill red uc e
the tail lift, o r eve n ap ply a little down force , to support
that we ight up front.
When you spe ed up the mod el , the mom en t of the
nose we igh t does no t change , but the effect o f this up
trim is e n ha nced by t he s peed sq ua re d effe c t so it
prod uces an increa sed nos e up mom ent. So it is actually
th e up trim you applied to trim o ut the forward CG
which is lifting the nose.
124
Popular Misunderstandings
If a new mod el "kee ps wanting to climb" , do yo u put
lead in the nose to mo ve the CG forwa rd? No , yo u add
down trim . You ad just the elevator trim to ge t the model
flyin g stra ight and le ve l 'ha nds o ff' and then p e rform
so me of the tests a bove.
You find after lan di ng that the e leva tor need s to be
d ow n for trimm ed fli g ht, d o yo u mo ve th e CG to
re move the trim requ irem en t? No! If the flight tests were
satisfacto ry, it just mea ns that the wi ng (o r tail) is o n at
the wrong ang le. To co rrec t fo r down eleva tor pa ck the
w ing 's TE up o r the LE dow n , o r a ng le the tailp lan e
itse lf mo re lead ing e dge u p if that is eas ie r (and vice
ve rsa fo r up e lev ato r). The riggin g an gles o f the wi ng
and tail a re nothing to d o with stab ility, they o nly get
the mod e l to fly in trim .
"I've change d the win g sectio n from se mi-symme trical
to a less stable, flat bottom ed , sectio n:- s ho uld I cha nge
th e CG?" No! Th e re is no s uc h thing as a sta b le o r
unst a bl e w ing sec tio n . Th e wing sectio n d o es no t
s ign ificantly a ffec t th e s tabi lity , but yo u may have to
change the w ing or tail rigging a ng le for trim .
"If I c ha nge to a lifting sectio n ta ilplane sho u ld I
move the CG to co mpe nsa te?" No! Again, cha ngi ng the
tail's se ctio n doesn't affec t stab ility - a nd it does NOT
mak e it lift! In the followi ng sections yo u will not ice that
the wing o r tail sections o r rigg ing ang les do not matter
significantly in stability a nd so are not invo lved in the
rules and formu lae for CG positio n.
"The CG s hou ld be at the thickest part of the win g."
It o fte n is, but that is pure co inc ide nce . Th ere is no
scientifi c co nnec tion so ignore suc h ad vice .
"T he CG s ho uld be just in front o f th e Ce ntre o f
What Matters?
You ofte n find the CG mar ke d o n the fuselage , but if
yo u move the wing the CG mu st go with it becau se it's
the wing that ma tters. Th e CG may be marked o n the
roo t chord or tip chord of the wing, but if yo u change
the sweep of the w ing then the CG has to cha nge. Th e
CG is refere nced to the MEAN CHO RD, but it co uld be
at 50%, o r 30% or 15% or even ah ead of the w ing mea n
chor d because its position depends upo n the WHO LE
AEROP LANE, not just the wing.
I w ill no w b rin g th e Ce ntre o f Press u re in to th e
d iscu ssio n, but only to throw it straig ht o ut aga in . It is a
floating po int o f no relevance to anything, ce rta inly not
the CG. Any ad vice to positio n the CG relative to th e
Ce nt re of Pre ss ur e , o r th e thi ckest par t o f the w ing
sho uld be treated w ith deepest sus p icio n .
The NEUTRAL POI NT is the referen ce po int for the
CG. The NP is defined as the CG position at w hic h yo u
Figure 22.1
ts
ge t Zero, o r Ne u tra l, Sta bility (the ba ll o n the p o ol
table). An aft CG means back close in front of the NP (a
ball in a sha llow d ish), and a forward CG me ans well
ah e ad of the NI' (a ba ll in a dee p d ish). See Figure 22.2.
T he Ne u tra l Poi n t (N P) b e lon g s to th e WH O LE
AEROPLANE and is w here the STABILITY FORCE on the
who le ae rop lane acts. This force (marked XL o n Figure
8.9) is ca used by a p itc h ang le cha nge, a nd it is th is
fo rc e w h ic h ro ta tes th e a irc ra ft a bo u t its CG ba c k
to w ard s its trimmed p os ition . The ma in part of th e
Stability Force co me s from the win g, but the tail makes a
major co ntribution and all o ther parts of the a eropla ne
shou ld be co ns ide red.
In a Nutshell
To calc ulate a CG position we need a refe re nce o n
the aircraft, and fo r this we use the ave rage win g cho rd.
\'lI e need to find the wing's mean chord, me asur e it, and
measure the model's tail and fuselage, and in fact any
pa rts w ith s ignifica nt ho rizon ta l area . The n we es timate
w he re the Ne utra l Poi n t wil l be. We w ill c hoose a
Stabi lity Margin wh ich will g ive the kind of han d ling we
req uire , mark that off as a frac tion of the me an chord
ahead of the NP, a nd there we have it a sa fe CG for th e
first test flight.
Mean chords
The first ste p in any CG calculation must be to find
the mean (ano the r word for average) cho rd and transfer
it to a s ide vie w o f th e aero p lan e . If th e wi ng has
round e d tip s, just sq ua re the m o ff w ith a ch o rd lin e
pa ra lle l to the roo t c ho rd . Mak e th e ex tra a rea yo u
create in the co rners equa l the are a yo u cut off at the tip
as in Figure 22.3.
GMC
It is custo ma ry to d raw the roo t cho rd of the wing o n
Figure 22.2
Stable
3. Reactioll
More Stable
2. Disturbed
. . - position
1. Initial position
2. Disturbed position
125
Figure 22.4
Figure 22.3
Ct
Semi span A
C,.
DistanceD
AC
Taper T = Tip C
RootC
MAC
Root
chord
Tip
chord
Ct
Cl-
Ct
Meatl
Aerodynamic
chord MAC
8.5".
C,.
MAC
The Mean Aerodynamic Chord (MAC from now on) is
the technically correct refe rence length for calculating
aerodynamic forces and moments , and hence CG
po sitions, but the MAC is defined in terms of
complicated mathematics. The MAC is always bigger
than the GMC, but only very slightly bigger, unless the
wing is sharply tapered. For a simply tapered wing we
can use the simple equation
MAC
= root
20+t+t 2 )
chord x ----=.----'30 + t )
aO +2t)/30 +t)
126
Elliptical Wings
Sometimes the wing of an aeroplane has an elliptical
planform (the Spitfire just springs to mind) or sometimes
just the outer panel is elliptical. The MAC of an elliptical
wing panel is 85% of its root chord, and you will find it
53% of the panel's span from its root chord, as show n in
Figure 22.5. The panel Area = 0.785 x span x root chord.
This also works for semi-circular panels, by the way , as
they are just special ellipses.
Combining Panels
Use the following method for wings with two panels,
Figure 22.5
Sp m l2a
53% a
MAC
(Al y1 + A2 y2)
y=
(AI + A2)
and th e length of the co mb ine d me an chord ca n be
calculated from
co mbined mean chord
(MAC1 - MAC2)(y 2- y )
(y 2 - y1)
= MAC2 + - - - - - - - , . .--'-------''-
Flying Wing
If yo ur mod el is a flyin g wi ng yo u ne ed go no
further. Put the CG at 15% of the mean cho rd to start
with, and rig so me elevon reflex for trim .
Having found the mean cho rd , and mea sured it at say
8.)", mark yo u r mean cho rd o n th e sid e view in th e
co rrec t locati on , and mea sure hack 15% of 8.)" , that's
1.275" back fro m the front of the mean ch ord , and there
is yo ur CG. However most aircraft have a tailpl an e or , as
they say in Amer ica, a ho rizontal stabili ser and yo u will
have to make allowa nces fo r it.
including the area inside the fuselage) and net tail area
( i,e . on ly th e ar ea o ut in th e a irflo w) . Tail a rm is
mea sured between the q uarter chord po ints of the wing
and tail me an cho rds.
Wo rk it out o n the No mogram in App en dix E, Figure
E.5 or fro m
V-ba r
tail area
win g area
tail arm
wing MAC
- - - - x - - - --
Biplanes
Use the following proced ure to find the mean chord
of a biplane, o r a sesquiplane wit h unequa l wi ngs . For
example the Fokker DVII has two unequa l wings with
no rma l (positive) stagger, Le. the top wing is ahead of
th e bo ttom wing . I work ed o u t tha t th e top wing
su p p lie d 6 1% of th e to tal wing ar ea , a nd the bottom
wing obviously 39%.
Referr ing no w to Figure 22.7, I joined the mean cho rd
lines of the top and bottom w ings. I th en divided th e
ga p in th e rati o o f th e wing area s, 39 :61. Th e mean
cho rd is 39% of the gap from the upper wing . (So me
autho rs bia s the mean chord more toward s the top wing
b ut I have k ept it s im p le r a n d mad e ge ne ro u s
allow ances else whe re.)
The CG formu lae in Cha p te r 8 do not a p p ly to
bip lanes b e c a use t here is n earl y twi c e a s much
L _
----
Mea " c h o r d of
co m bina tion
Panel Z
A rea A2
12 7
__
---=-~~--W
Figure 22.8
Adjustments
The Tail
V-bar
128
and acc urate ways of wor king out the tail's effec t, but
my emp irical es timate ha s proven clo se e no ugh and is
easy to appl y.
NI' co rrec tion
0.25*(AR)t\0.25*V-bar
The Fuselage
We norm ally ass ume that there is on e chord le ngth of
fuselage ahead of the w ing and 2 or 3 cho rds beh ind , so
by using th e gross w ing area we hav e taken a suitable
proportion of the fusel age area into account, and we
hav e ass u med th at th e quarte r le n g th p o int of th e
fuselage coi nc ides w ith the qu arter chord point of the
wing. On most aircraft that ta kes care of the fuselage ,
but the Spectre has a very lo ng nose . The uns ha de d pa rt
o n Fig ure 22 .8 wo u ld b e a "no rma l" fu s el a g e . Th e
sha de d part is "Excess area" and will tend to de-st ab ilise
the aircraft. Rou ghly sq ua re off th e curves to me asure
the fuselage area w hich is more than o ne !vIAC len gth
ahead of the wing Aero centre, and mak e it into a nose
volum e rat io b y d iv idin g by t he wi ng a rea a n d
multip lying by the d istan ce of its "q uarter cho rd " point
from the wing Aeroce nt re, d ivide d by the !vIAe.
So n ose vo lu me Vn = ( nose a rea x n o s e
distance)/(wi ng area x w ing MAC)
In the case of the Spectre this turned o ut to be (90 x
30)/(553 x 12.63) = 0.387
Th is a rea is n ot very e ffec tive so m ulti p ly by a
co nstant 0.2 from Tabl e 22.1 to allow for th e air spillage
aro und the nose. Th e no se moves the NI' (fo rwa rd) by
0.387 x 0.2 = 0.077 or 7.7% of MAe.
the air has less cha nce to "spill" arou nd the nose with
the fore plane in the way.
LE Extensions
O n the Spectre I have tre ated the wing LE extensio ns
(co loure d dark in Fig ure 22.8) in a s imi lar way to
"Io re p lane " a rea . Th eir ar ea times d ist an ce ah e ad o f
win g Ae rocentr e gives a volume of o nly 0.025 , an d they
are suc h narrow strips th at ai r will sp ill aro und th e m
givi ng a Fac tor of only, let 's say, 0.4. They mov e the NI'
fo rward by a vo lume rat io Vf = 0.025 x 0.4 . or o nly 1%
of !vIAe.
For any o the r od d b its of area on yo ur model mak e
allowance in a sim ilar way and use your jud ge me nt and
Table 22 .1 to c hoose a su ita b le vo lu me rati o and
efficiency facto r.
Floats
If an a irc ra ft is co nverte d to a sea p la ne b y fitting
floats, th e NI' is likely to ch an ge . Floa ts o n a D/ F Spectre
wou ld st re tch cre di bility too far, but my So na s sport
ae roba tic model has a span of 73", w ing area of 993 sq .
in ., a nd flo ats 40" long with 300 s q . in . of area. Th e
float s are rigge d w ith th e ir ce ntres abou t o n th e CG
which puts the ir qu art er chor d point 9" or 66% of the
wing mean chord ahead of the w ing Ae. Float area is
300/993 or 30% of wing area so the ir volume coefficient
is 0.2. Multiplying by the factor 0.2 for long slim floats
from the table g ives a NI' shift (forward) of 0.04 or 4% of
!vIAe.
V-Tails
Th e to ta l a rea of a V-ta il is the se mi-s pa n of o ne
panel, measured a long its surface, times two , times its
ave rage chord . Its projecte d area o n a hor izont al surface
is n ot , as yo u m ight s u ppose, its effective a rea as
ho rizontal stabilise r.
Figure 22.9
Include shaded
fuselage area
with foreplane
Foreplane arm
The Poreplane
129
T he ta il, forep la ne a nd
nose vo lu mes are each
mult ip lied by a facto r
chosen using the ta bl e
as g u idance. A nose is
slim if its le ngt h is, sa y,
mo re than three times its
average width , while a
fat no se is as broad as
it's lo ng . A fore p la ne 's
AR is high if it is more
than the wi ng 's .
Stability Margill
Reme m be r ne a r th e
beginning (Figure 22 .2)
w he n I co m pare d th e
Sta b ili ty of a n aircra ft
flyin g a long in trim to a
ball in a dish ? Well th e
Fitting floats to Sonas, a 73" span ASP 108 powered sport model moved its NP
Sta bi lity Marg in is th e
forward all estimated 4 % of toing MAC.
steepness of the d ish . In
a very sha llow dish th e ball w ill just gra dua lly ro ll back
For di he dra l o r a nhe dra l tail s , o r slo pi ng fins , th e
into the ce ntre . In a deeper , steep side d , dish the ball
effective a rea is the tot al area times the cosine of the
will retu rn to the centre mo re q uick ly.
d ihedra l a ngle , SQUA RED. Yo u h a ve to sq uare it
becau se the area is redu ced by the slo pe, and so it its
If a trimmed ai rcraft is pitched up slightly there w ill
ang le of attack.
be a STABILITY FORCE at the NI' w hic h w ill rotate it
For example , if the included ang le of the Vee is 110
no se down about the CG. Th e further the CG is ahead of
the NI' the more leve rage this Stab ility Forc e has so its
degrees then the d ihed ral angle is 35 degrees, cos35=
gre ater moment will restore stability more q uickly. That's
0.8192 , co s sq uared is 0.671, so the area effective as a
tail is 67% of the to tal area .
why a forward CG gives more Stability.
How mu ch Stability Margin yo u use depends o n yo u
a n d the mode ls you fly a n d your technique and
Putting it all together
experience. I always recomme nd a SM of 0.15 or 15% of
On a complex aero pla ne wit h engine nacelles , a
MAC. In the event of a 5% error in NI' position (about as
ta ilplane a nd l or ca nard an d a lo ng nose the NI' form ula
close as we ca n calc ulate ) we still have a flyab le aircraft.
w ill use th e wing MAC as a re fe rence , sta rt w ith the
Ho we ver I kn ow that co mpe tition g liders are flow n w ith
less stability, and it seems that jet fight e rs and sport jets
wing AC positio n at 25%, add the stab ilising e ffec t of
use 10% (o r less) Stability . Cana rds a nd flyin g wings
p arts aft of th e a ircraft like th e ta il, a nd sub tract the
destab ilising effects of the for e pl an e and excess nose
should use a SM of 10% of MAC. After test flying yo u
area to e nd up as
can adjus t it furth er aft as yo u wis h.
O n my Spectre the NI' ca lculate d above is at 0.267
NI' = 0.25 + tail bit - foreplan e bit - nose bit
chord o r 26.7% of MAC. A Stabilit y Margin o f 0.1 (or 10%
MAC) gives a CG position of 16.7% MAC w hic h is 0.167
x 12.63" = 2.1" af t of th e MAC Lead ing Edge . Th at is
In the case of the Spectre th is gives
abo ut 0 .1" (o r 2.5 mm) a head o f th e manufacturer's
recomme nde d point, and it flies just fine at that.
NI' = 0.25 + 0.104 - 0.4 x 0.025 - 0.2 x 0.387
= .25 + .104 - .01 - .077 = 0.267
Table 22.1
Component
Wing
Tail
slim nose
fat no se
Wing strakes
ca nar d (foreplane)
high AR canard
LE Nace lles
Aft Nace lles
Floa ts
130
Factor
1
0.25 x ARwl\.25
0.2
0.4
0.4
Figure 22.10
1.2
0.4
0.2
0.2
Appendices
Appendix A Bernoulli's Equation
Thi s e q u a tio n , wh ich w as d e ri ve d th e oret icall y ,
describes how the pressure var ies w ith velocity in the
flo w . It holds go od if th e flow is stea dy, e ne rgy is
co nserve d, the flow speed is we ll below the speed of
so und , and the fluid ha s no viscosi ty. It therefore a pplies
ap p rox ima tely to air flowing around slo w aerop lanes,
e xc e p t in th e bo u n dary la ye r wh ere v isc osi ty is
imp ort an t. At any point alo ng a particul ar strea mline .
p + Y, P V2 = co ns t (ca lled th e "to tal pr essure " o r
"stagnatio n pressure" of the flow )
where P = stati c pr essur e at the point as measured by
a barometer moving with the fluid.
P = air de nsity
V = air ve loci ty at the point.
y, p V2 is called the "dynamic pressure " of the flow .
Figure Bl
H e ight
Vel
Fig u r e B2
Height
Vel
131
FigureB3
Dye
Water
Laminar Flow
Turbulent Flow
~~
Transistion
Appendix C Vortices
There are two kinds of rotating flow. In the forced
vortex the speed of the fluid is proportional to its
FigureC2
Figure Cl
Forced
Vortex
Free
Vortex
Forced
Core
Appendix D
Dihedral and
Sweep
From Figure Dl, if an
132
FigureD}
Pigure Dz
Airflow Velocity
Sideslip
Component
-- _
Xc<
..
~
'
u (Upuiash Component)
PQ = d/ cosL
XQ = d/cos(L-A)
YQ = d/ cos(L+A)
FigureD3
Resultant
Ait:flo,!:! _ r - -
V SIN
=
=
cos (L-A).y/ d
cos (L+A).y/ d
e q uatio n 1
equa tio n 2
FigureD4
I
I
I
Straight Airflow
Therefore
v.sin D
Xa = -
- =A .
Sidesiipping
Airflow
133
Figure D5
Airflow
From Figure D5 a
eq uatio n 3 gives
A = sideslip angle
L = an gle of sweep-back
a = an gle of atta ck (ave rage)
Xo; = chang e in an gle of atta ck
(average between 2 wings)
Reference List
1.
2.
3.
4.
5.
6.
7.
Martin Sim o n s , MODEL AIR CRAFT AERO DYNAMICS, Argu s Books, (sectio n data at low Re ,
and ge ne ral back ground .Re commended re ading
for co mpetitio n glide r or free flight enthusiasts.).
8.
13 4
10.
11.
Appendix E
This co llec tio n of nomogram s is meant to he lp you get
an sw ers withou t even kn owing you a re de aling with
math em atical e quatio ns . It is just a ga me o f join the dots.
This first one , Figure El , is to hel p yo u ge t started us ing
nom ogram s and also to save flying fie lds. O nce we bu y
a mod e l engi ne it is too late to worry abo ut its design .
\V'e co uld bu y an add-on ex tra silence r, but th e easies t
way to make them qui eter is to red uce the tip speed of
the prope llers. On ce the tip speed of the prop s exceeds
550 ft/s (ha lf the sp eed of so und) the prop noise seems
to predominate and become un acceptable.
Figure El
C 30
35
30
25
25
B
M acb2
20
20
15
Macb 1
15
800
10
9
10
9
7
8
6
7
6
100
4
80
Tip speed
3.5
4
Prop diameter
in ches
Prop RPM
ill 1000s
135
Figure 2
C
90
30
150
40 00
2000
25
100
3 000
100
20
2500
15
1500
80
70
60
1000
50
800
40
2000
30
80
70
4
60
3.5
3
50
600
500
2.5
40
35
400
1500
30
1.5
1000
25
20
900
800
15
700
600
60
50
40
500
10
30
1.5
400
20
3.5
300
1
2
250
1.5
15
.8
10
.5
.4
.s
1
ft 2
ins 2
Willg A,'ea
136
.2
Ibs
5
4
150
.6
200
OZS
Weigbt
3.5
3
Ibs/ft2 OZS/ft2
Willg
Loading
15
4
1
0.1
138
CL
m 2/ft2
Lift Coefft
Willg Area S
N/lb
Lift
m/sft/s
Speed V
FigureE5
B
2000
15 00
30
V-bar
1000
= ST x.lI.
S
25
150
800
1000
900
800
700
600
5 00
400
3 00
1.5
20
300
25 0
200
.3
10
20
9
8
6
10
8
.2
1.5
30
20
40
2
.15
15
60
50
15
.4
400
60
50
40
2.5
.5
.2
80
.6
100
100
30
.8
80
35 0
3.5
600
500
20
5
.1
5
4
15
3
2.5
15 0
Tail (H Stab)
Willg Area
S
Area
ST
Sp'S
V-ba r
I p'c
Tail Arm
IT
Willg Meall
Chordc
139
30
30
600
20
400
20
300
15
15
200
10
8
100
10
60
40
30
5
20
4
10
6
2
1500
4
Chord
Wi"gSP""
AR
100
200
30
50
80
1000
800
600
500
150
40
20
60
50
30
15
100
40
80
30
400
20
10
60
15
50
300
20
40
10
30
15
200
150
10
20
100
15
ills
4
2
dm
AR
Wi"gSP""
140
Figure 7
.8
.7
.40
35
.6
20
30
.25
10
8
.5
6
4
.4
35
.05
.25
.04
.2
Tail Volume
Ratio Vbar
NPSbift
due to tail as a
fra ction of toing MAC
Wi1lgAspect
Ratio
141
Ptgure Ed
A
.2
.00 6
.03
.008
1
.035
.2
30
.25
20
.3
10
.01
.1
.04
.015
.35
.08
4
.05
.06
3_
- - -.03
.07
.04 -
6
.08
.05
.06
12
.09
.4
.02
.1
":6-
.03
.6
.4
.3
.2
.9
.02
.1
.01
V-bar
a , V-bar
p e r degree
V
.04
.8
Tail Aspect
ratio
.0 6
.05
_.5
.7
.08
Lift s lope
p er degree
3
Z-
lV
.0 1
T.SA (camber)
degrees
C. IO
.3
2
.25
20
.015
.2
1
10
8
.02
.15
.025
,,~
.03
.035
,,-
,,-
.04
.05
.0 6
,,-
,,-
.8
.6
.5
- -
.:l-
.1
---
.4
.3
1
.8
.09
.6
.08
.4
.3
.07
.2
.06
- -
.2
.15
.1
.1
.08
.05
.06
.0 7
.08
a,V-bar'
per degree
142
.04
.0 4
Stab illlJ'
Margill K"
T.SA ( s tab)
degrees
CL
Glossary
Symbols
~
Centre of Gravity
Gre ek lett er alp ha , angle of attac k
ze ro lift an gle of a ttac k
stalling ang le o f attack
P
J.L
Abbreviations
a
ay
AC
AR
c
Co
CD;
Coo
COmin
CG
CLor Cl
CLmax
CLy
C~ I
Cl\lo
C~ILE
CP
D
D\xrF
dV
F
g
GMC
K
KE
Ko
If
IN
i,
L
LE
MAC
NP
q
qy
Re
S
Sy
TE
V
V-bar (o r Vhar)
XL
Aerodynamic Centre
The aerodyn amic cen tre of an aero fo il Section o r a
wing is th e point ab out w hic h its pit ching moment
do es not vary w ith angl e of atta ck . Th e po int is
p ract icall y a lw ays within 2% of 25% cho rd a n d is
often ca lled the quarter chor d point, c/4.
Angle of Attac k
Th e angle between th e d ire ct ion of motion a n d a
datum lin e on a w ing. The datum line ma y b e th e
ze ro lift line , th e chor d line at th e root, or so me o the r
easily defined line specified for th e purpose .
Angle of Incidence
Th e angle b etween th e fu selage datum line an d a
d at um lin e on a wing . Th e datum lin e m ay be th e
ze ro lift line , th e chord line at th e root , or so me other
easil y defin ed line sp eci fied for th e purpose .
Aspect Ratio
Th e span of a wing divided by th e mean chord . O r it
is some times ea sier to use span square d divid ed by
wing area . (Fig ure E6)
Ballast
Weight carried e ithe r to ad jus t the ce ntre of gravity of
th e aeroplan e , or to increase its w eig ht temporarily.
143
Boundary Layer
The layer of air next to th e surface of a mo ving bod y.
Canard
An aeropla ne whose horizontal stabiliser is ahea d of
the wi ng . The hori zontal stab iliser may be ca lled the
"canard" or forepl ane.
Stall
Loss o f lift and increase in d rag beca use o f flo w
separatio n o n the w ing.
Centre of Gravity
Th e balance p o int , or the poi nt throu g h w hic h the
res ultant weight ac ts. It is the po int abo ut whic h the
weight ha s no moment. \V'e norma lly ass ume it lies
o n th e ce n tre line and q uot e only its fore an d aft
position, ign or ing its height.
Centre of Pressure
The im ag in a ry p oi nt th rou gh wh ich th e resul ta n t
aerodyna mic fo rce ac ts. It is fo und by d ividin g the
m om ent coefficie n t abo u t a p o int by th e lift
coe fficie nt through that point.
Dihedral
Th e a ng le by which each wi ng tip may be ra ise d
above the height of the roo ts.
Drag
Th e co mpo ne nt o f th e aerody na m ic fo rce in th e
d irection exactly op pos ite to the dir ection of mot ion.
Drag Polar
The Drag Po lar of an aerofoil o r w ing is a plo t of lift
coefficient on the ve rtica l axis against drag coefficient
on the hor izontal axis .
Flaps
A mova ble port ion o n the trailing edge of the w ings
which may be low er ed to incre ase lift and drag .
Incidence
See "angle of inciden ce".
Leading Edge
The lead ing edg e of an aerofoil or wi ng is the front,
the pa rt whic h the airflow meets first.
Lift
144
Stalling Angle
Th e stalling a ng le of attack of an aerofoil or w ing is
the angle of attack at which it develops its maximum
lift coefficient.
Streamlines
Im ag ina ry lines d rawn to re prese nt th e flo w o f a
flui d , su ch th a t th e re is no net flui d flow ac ross a
strea mline .
Tail Setting Angle
Th e angle betwee n th e zero lift line of the tail and the
zero lift line of th e w ing . Always tail le ad ing edge
down. Some times referred to as lo ngitud inal dihed ral.
Taper Ratio
Th e cho rd a t the w ing tip d ivide d by the chord at th e
wing roo t, or at the fuselage centreli ne . (Express as a
decimal fraction.)
Tipstall
A viole nt wi ng d rop ca used by flo w se pa ration (a
stall) on the o utboard port ion of o ne wi ng o nly.
Trailing Vortices
A pai r of vortices trailing behind the wing tip s of a
flying aeroplane . Th ey rot ate in opposite directio ns
such tha t the air between them is descend ing .
Tuck Under
Th e tenden cy of so me mod e ls to p itch nose d own
w hen the ir airspeed is increased.
Turbulator Strip
A stri p of ad hesive tape (usua lly) on th e top o f a
w ing to improve its p e rforma nce a t lo w Re ynolds
Num be r.
Vortex, Vortices
A vortex is a ro tatio na l flow.
'Vashin
A tw ist in a wi ng w hich increases the incid e nce at the
wing tip . Not usu ally delib erate .
Washout
A twis t in a wing whic h red uces the incidence at the
wing tip . O ften done delib erately.
Wind Gradient
T he vari ation of wi n d spee d and d ire ct ion w ith
altitude .
Zero lift line
If th e Zero Lift Line of a n ae rofoil sectio n or a w ing is
aligne d with the airflow then the result ant lift will be
zero.
Index
aerobatics
aerocentre
aerodynamic balance
aerodynamic centre
aerodynamic damping
aeroeIasticity
aerofoil camber
aerofo il section
aerofoil thickn ess
aile ron drag
aileron flutter
aileron reversa l
aileron
air
air den sity
airbrakes
alpha
an gle of attack
as pe ct ratio
autoro tatio n
ax is, latera l,
axis, longitudinal
axis , vertical
ballast
bending moment
BernoulIi
biconvex section
biplane
boundary layer
camber
cambe r line
cambered section
can ard
ce ntre of gravity
centre of pre ssure
centripetal force
CG formula
chord
chord line
climb
coefficient , drag
coefficient, lift
coe fficient, pitching moment
compone nt
compression
cosine
couple
damping
descent
dihedral
dimpled balls
directional stability
divergence, wing
80
27
57
27
58
96
29
28
29
57
98
97
56
13
13
60
20
20
32,34, 85, 140
81
42,43
42,43
42,43
75
116
131
29
87, 127
23,91,131
16,24 ,28
16
29
85, 129
41, 123
17, 26
63
45
16
16
78
19, 23
19, 20
19, 26
14
114
14
15
59
78
52,133
25
49
97
diverg ent
double taper
downthrust
downwa sh
drag
drag bu cket
drag coefficient
drag polar
dutch roll
dynamic stability
elevators
eIevon
elliptical load ing
elliptical planform
flap
flap eron
flat-bottom ed sectio n
flexibility
flick ro ll
flight testin g
floats
flutter
flutter, aileron
flutter, tail
flutter, wing
forepl an e
Frise aileron
ge om etric mean chord
graphical method
gravity
ground effe ct
gusts
hodograp h
hysteresis loop
incidence
incompressible
induced dra g
interferen ce d rag
invert ed flight
knife ed ge
laminar flow sections
laminar se pa ration
lateral axis
lateral stability
leading edge
lift
lift co efficient
lift cu rve
Lift/Drag ratio
load facto r
longitudinal axis
lon gitudinal dihedral
longitud inal static stability
41
36, 127
70
32
18, 23
24
19, 23
24
55
41, 42, 59
56
61
35
35,37, 126
60
61
29
47
81
123
129
98
98
101
100
129
57
39, 125
40
13
34
111
73
93
20
13
35
72
82
83
24
91
42,43
50
16
16, 18
19, 20
20
24,72
64
42,43
48, 69
41
145
loop
mass
mass balan ce
mean aerodyna mic chord
mean cho rd
mean line
mom ent
na vigatio n
neutral point
Newton 's Laws
pendulum stability
pitch damping
pitching moment coefficient
pressur e
prop eller thru st
Reynold s number
rotational ine rtia
rudder
se mi-symmetrical section
separation bubble
se pa ratio n point
shear
sides lip
sine
skidding turn
slat
slipstrea m
slope lift
slot
slug
smo ke tunnel
snap ro ll
spin
spiral dive
spiral divergence
stabiliser
stability
stab ility margin
stagna tion point
stall
stalling angle
stalling speed
static marg in
static stability
stiffness
strea mline
strea mlining
stress
stru ctur es
strutted win gs
sweepbac k
symme trical sec tion
tail lift
tail setting angle
Tail volume ratio
taile ron s
tail-less
tan gent
taper ratio
ten sion
therm al lift
th ickness
throttl e
tipstalling
torsion
trailing edge
146
81
13
58, 100
39, 126
39, 125
16
14, 15, 26
109
43,44 , 128
13
51
59
19, 26
13,1 7
76
90
58
56
29
92
21
114
50, 64
14
64
61
76
trailing vo rtices
trimm ed flight
tuck under
turbulator strips
turning flight
undercambered sec tion
V-bar
vector
vec tor co mpone nt
ve rtical ax is
viscos ity
Vortex, vortices
V-tail
washin , (see wash out)
washout
wash out, ae rodyna mic
weight
wind gradient
wind tunnel
wind shear
wing divergence
w ing flutter
wing loading
win g struts
zero lift line
31
67
102
94
63
29
45, 139
13
14
42,43
23
30, 132
61,62 , 129
37
37
38
13
110
18
110
97
100
136, 137
118
20
109
61
13
16
81
80
55
55
43
41
44, 130
16
21 , 80
21
65, 77
44
41
115
16
25
114
114
118
38, 53, 133
29
67
48,6 9, 142
45
61
86
14
36,38
114
109
16, 24, 28
62
37
114, 120
16
Basie Aeronalilies for Modellers
Notes
147
T R
P
AP L
B __l _ I_C
E T
I ~O
9 781900371414
>
ISBN 7 900377 4 7 3