By F. G. Irving
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Extra info for An Introduction to the Longitudinal Static Stability of Low-Speed Aircraft
Which connect the control column or "stick" to the elevator is rarely very rigid. It is assumed that the elevator and tab are adjusted so that the aeroplane is trimmed at a certain lift coefficient; the static stability is then assessed when the aeroplane is subjected to a small disturbance from the equilibrium state, the settings of the control surfaces being left unchanged. (b) The "stick-free" case. Strictly, this should be termed "elevator free", since practical elevator circuits are seldom free from friction.
2) is therefore CMG = CMo + (fe-/z 0 )C Lwb - VCLT. 4) As explained in the previous chapter, it will become necessary to differentiate this expression with respect to CL, where CL relates to the whole aircraft. It is therefore convenient to modify this equation, putting it in terms of CL rather than CLwb. From the balance of vertical forces W = L = Lwb + LT. 5) So eqn. e. MG = M0wh + (h--h0)cL-[lT + (h-h0)c]LT = M0„b+(h-h0)cL-VTLT. 7) Again, dividing by %pQ VfSc, this equation becomes, in coefficient form, CMa = CMoHh-h0)CL-l^-CLT.
G. g. margin", and is equal to the stick-free static margin under the assumed conditions. 22) With a conventional tail without aerodynamic balance of the elevator, bx and b2 are both negative, all other quantities are positive and de/da < 1, so that ΚΛ>Κ'Λ. Hence, in the simplest case, the static stability, stick-fixed, is greater than the static stability, stick-free. This is a consequence of the effective tail lift-curve slope being reduced from ai9 stickfixed, to a A1 ^~Γ\ stick-free. In physical terms, the tailplane and elevator behave like a rigid wing in the stick-fixed case.