By F. G. Irving
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Additional info for An Introduction to the Longitudinal Static Stability of Low-Speed Aircraft
And the neutral point is (hN—h). From eqn. g. g. margin. Note that this situation is only true in incompressible flow. 13), and 40 LONGITUDINAL STATIC STABILITY hence the subsequent conclusions no longer follow. g. margin. e. g. must be ahead of the neutral point. If h > hN the static margin is negative and the aeroplane will be statically unstable. So far, it has only been assumed that a change in CL is accompanied by a change in C L T , SO that dCLJdCL has a value. In order to consider static stability in more specific terms, this quantity must be considered in more detail.
The only significant aerodynamic tail parameter is the overall lift-curve slope al9 which is primarily determined by the geometry of the complete horizontal tail. To a first order, features such as the ratio of elevator chord to total chord are of no consequence. In the stick-free case, an increase in tail incidence <5αΓ results in an increment of lift coefficient a1 δατ and, since the elevator will float up a little so as to keep CH = 0, there will also be a decrease in tail lift coefficient due to this elevator deflection, of magnitude (a2b1/b2)ôocT.
This quantity is simply obtained by differentiating eqn. 13) since, by definition, An important feature of aeroplane static stability is immediately apparent. e. g. is sufficiently far forward, the static margin will be positive. This is the basis of the observation of p. 32. g. e. the less h is made), the greater is the static margin. g. g. due to a small change of tail lift is increased whilst the corresponding disturbing moment due to the change of wing lift will be decreased. 13) is merely a mathematical statement of this situation.