By A. W. Babister (Auth.)
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Additional info for Aircraft Dynamic Stability and Response
E. perpendicular to the chordwise strip, given b y = % (sin a cos T + 3 sin T) = 7g(a + 3 0 , neglecting higher order ^ ^ terms. The chordwise component of velocity VQ at the strip is given b y Vc = Vecosa^Ve . 3) as shown in Fig. 2. We see that sideslip 3 with dihedral T increases the local wing incidence on the starboard wing from a to a + 3 T . e. we neglect the induced effect of the rest of the wing, and consider the strip as being in two-dimensional f l o w ) . e. from Eqs. 1) to ( 4 . 4) where Q is the local chord length and dCjj/dCLfa is the local value of the lift curve Fig.
There is also a small contribution from the wing, which can be of special importance for tailless aircraft. In estimating the downwash at the tail, we can assume (without loss of accuracy) that the lift forces generated by the wing and tail at any time are those due to the instantaneous incidences of these surfaces. e. at time t-l^/V, when (by Taylor series expansion) the wing incidence was for small incidence we can write Now, from Eqs. 9), to the first order of small quantities, with wind axes.
This effect was first noticed in 1921 (reference 4 ) in an attempt to explain some discrepancies between measured and estimated values of M . q These terms arise because of the unsteady oscillatory motion of the wing following a disturbance. The changing incidence of the wing affects the flow field (and, in particular, the downwash) at the tail, and the main contribution to X , Z and M . w w w is due to the downwash lag at the tailplane. There is also a small contribution from the wing, which can be of special importance for tailless aircraft.