By F. G. Irving
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Extra info for An Introduction to the Longitudinal Static Stability of Low-Speed Aircraft
2. It will later be seen (in Appendix I, p. 120) that this discussion about a wind tunnel is not always applicable when compared with a real aeroplane in free flight but it is quite legitimate to consider pitching moments in this fashion provided that the airspeed is so low that the flow can be assumed incompressible. In Fig. 2, CMc is only zero at the lift coefficient corresponding to point A. At the particular elevator setting considered, the CONDITIONS FOR STATIC STABILITY 29 aeroplane would fly in trim at this lift coefficient, and hence at the corresponding equivalent airspeed given by eqn.
If the CMG-CL curve has the opposite slope, as in Fig. 3, the aeroplane will be statically unstable. It wiU be in equiUbrium at A', but if the lift coefficient is increased to that corresponding to B', the out-of-balance pitching moment coefficient becomes B'C. Since this moment is positive (nose-up) the Uft coefficient will tend to increase still further and the aeroplane will tend to diverge from the equiUbrium condition. Ä FIG. 3. Pitching moment coefficient curve for a statically unstable aeroplane.
E. „ C or Γ 4 + C ^ Ai S r / , àé\\ A i / de\ ÜK - dijj - i V1 - ^α^+α2η = + α3β, I^[~( 1 ~^) C ^ + a i^ + a ^ + fl3)5]. 23) This expression for the tail lift coefficient is quite general and applies under any circumstances in which CL and the various angles on the right-hand side are known. It is important to remember that it applies to the lift coefficient of a tail forming part of an aeroplane whose overall lift coefficient, including the tail contribution, is CL. 52 LONGITUDINAL STATIC STABILITY Hence, from eqn.