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CHAPTER 6
MANEUVERING FLIGHT
Approved
OCTOBER 1990
USAF TEST PILOT SCHOOL
EDWARDS AFBCA
19970117 033
DTIG QUALIFY IECPEOTEB 1
6.1
INTRODUCTION
2U
_
c
3C
3Q
6.1
6.3
determining
stick-fixed
flight
test
longitudinal
relationship
stability,
the
in
longitudinal
flight
test
stability.
For
relationship
was
determined to be
dC /dC
(5.69)
This equation gave the static longitudinal stability of the aircraft in terms
that could easily be measured in a flight test.
In maneuvering flight, a similar stick-fixed equation relating to easily
measurable
flight
test
quantities
is
desirable.
Where
in
longitudinal
of motion are the basis for all analysis of aircraft stability and control.
In maneuvering an aircraft, the same equations will hold true.
pitching moment
Gy
Recalling the
(4.3)
and the fact that in static stability analysis we have no roll rate, yaw rate,
or pitch acceleration, Equation 4.3 reduces to
Gy
There are five primary variables that cause external pitching moments on
an aircraft:
M
f (U, a, a, Q, 8 )
6.2
(6.1)
any or all of these variables change, there will be a change of total pitching
moment that will equal the sum of the partial changes of all the variables.
Ihis is written as
Since in maneuvering flight, AU and h& are zero, Equation 6.2 becomes
and since
M = qSc C , then
la
<*Sc
3C
^- - qSc Cm
(6.4)
f - qsc *f
<6.5)
=
3Se = OSC
**
3&e
^SC
(6 6)
n>
C
ex
=0
(6.7)
o
e
The derivative
3Cm/3Q is
carried instead of Cn
-C Aa - (3C /3Q) AQ
_J^
'
&
(6.8)
elevator deflection required to obtain different load factors will define the
stick-fixed maneuver point.
change in angle of attack, Aa, and change in pitch rate, AQ, in terms of load
factor, n.
6.4
In the pull-up
with constant velocity, the angle of attack of the whole aircraft will be
changed since the aircraft has to fly at a higher CL to obtain the load factor
required.
deflection.
compared to
change in
lift with
elevator deflection Ch
o^ before
aircraft is
the
in
elevator
at
some CL
o
is deflected to initiate the
equilibrium
ASe
of lift is
in lift
because
of elevator
deflection is
designated
CL
A8e.
The
The
6.4
CLMAN
FIGURE 6.1.
In other words,
lift coefficient
BEFORE
ELEVATOR
DEFLECTION
AFTER
ELEVATOR
DEFLECTION
CT
The change
KAN
in angle
of attack
is Aa.
The change
in CL
has come
to
the
maneuver
is
from
CT
to
partially
The change
Since it did
C,L
from the
in
CL
MAN
and
including the
change in
(6.9)
aa
AC,It
aAa
ACT
AC
1*
- CT
MAN
6.5
1* _
AS.
aAa
(6.10)
oo
AS.)
AC,
= ia1 i(\ *x
--Cs. 6*
MAN
Utt
Aa
.y
(6.1D
must be defined.
This is
MAN
the
change
in
lift coefficient
maneuvering condition.
from
the
initial
condition
to the final
load factor or it can start at two or three g's and progress to some new load
factor.
= H_
(6.12)
qS
and
n0W
(6 13)
-4-
MAN
'
Similarly,
-2?
(6.14)
qS
MAN
MAN
**"
^(cL An-CLjASej
(6.16)
6.6
(b)
(a)
FIGURE 6.2.
CURVILINEAR MOTION
Ae =
AS
R
de
Ht "
lim A6
At-K) At
(6.17)
de
5 =
Ht " R
lim AS 1
At-K) At R
(6.18)
(6.19)
Qu
A6
U
de
dt
lim AU 1
At-K) At U
1
U
dU
dt
= e)
(6.20)
(6.21)
y2
Ht
6.7
(6.22)
Thus,
AL
w
g
?Aa
u2
(6.23)
nW - n0W -
W(n - n0)
AL
'
i.
n.w
NW
FIGURE 6.3.
6.8
(6.24)
Again, the change may take place from any original load factor and is not
limited to the straight and level flight condition (n0 =1). Therefore, for a
constant velocity maneuver at U0, Equations 6.23 and 6.24 give
W(n-n0)
_(_-_]
(6.25)
R,,
3_
_ no)
(n
= 2_ An
(6.27)
Now Equations 6.27 and 6.16 may be substituted into Equation 6.8.
C
- CL^
A).J
-c:a \
7>a ^IC
( LtL An
**-C
AS.)
T
L
AS. =
^n
aq g_ An
2
--V
n
S
<6-28>
= a (h - hn )
(6.29)
2 W
-
(6.30)
and
w - ^S
6.9
(6 31)
Substituting Equations 6.31, 6.30, and 6.29 into Equation 6.28 results in
-L
An
aC
=
C_
h
a ( - K * |ET Ca )
- C
(6.32)
Equation 6.32 is now in the form that will define the stick-fixed
maneuver point for the pull-up. The definition of the maneuver point, h , is
the eg position at which the elevator deflection per g goes to zero. Taking
the limit of Equation 6.32,
A8e
lim __1
An->0 An
d&
aC
C.
CL
ab
(6#33)
dSe
_1
dn
-C
( " n
<6-34>
W j
Setting Equation 6.34 equal to zero will give the eg position at the maneuver
point h = hB
q
dn"
C
L
C~C
n
L
ab
^Cm
e
(h_h
n>
(6-36)
6.10
The higher the CL, the more elevator will be required to obtain
the limit load factor,
HIGH CL
FIGURE 6.4.
is to return to the
(5.43)
Fus
3C
3Q~
2070 c- q
(6.31)
AC
,
0
6.11
(6.37)
q
_E2_ c An
2U02
q
(6.38)
Substituting
HAN
An =
6 12
c, - I
<- '
PC c
^
lim AC
(6.39)
AC
L
",
KAN
dC
^*> aj
- acj - lr c-
MAN
<6-40)
Pitch
Damping
^ .
*
^
h-^
C +dC
LFUS
- -V
vfl-jV* C
a
" ^ \
^7 ^
"*
(6.41)
The maneuver point is found by setting dCm/dCL equal to zero and solving for
the eg position where this occurs.
h. -
T7 v, /1
ds\
PSc
+ ^V,v(l-!1-^C
a" H M J- dal
4m '%
dCm
3t
^-
c " H7
Fus
6.12
'
(6.42)
The first three terms on the right side of Equation 6.42 may be identified as
the expression for the neutral point hn.
hn -Ac
4m
Hie derivative C^
(6.35)
needs to be examined
tail,
The
tail
is
the
largest
For this
Sometimes an empirical
value of 10% is added to account for damping of the rest of the aircraft, but
often the value for the tail alone is used to estimate the derivative.
The
AQ
AM
FIGURE 6.5.
PITCH DAMPING
The pitching moment effect on the aircraft from the downward moving horizontal
stabilizer is
AM
- 1. AL
6.13
AC
(6.43)
where
ALt
= "q,. St ACL
(6.44)
t
^w
..
(6.45)
t
The combination ltSt/cwSw can be recognized as the tail volume coefficient, VH.
Equation 6.45
*c
"
AC
\ \ *"t
(6-46)
"
<6.47)
From Figure 6.5, the change in angle of attack at the tail caused by the pitch
rate will be
Ao,.
-i
tan
*&t
-g
toK
^ jj-
(6.48)
AC
"
^^
(6-49)
,n
so- - - t
6.14
>\ r
(6 50)
Equation 6.50 shews that the damping expression 3CB/3Q is an inverse function
of airspeed
Solving for CB
q
C^m
3C
=
q
(6-5D
pS a
t ^
(6.52)
251
2.
3.
4.
5.
6.15
6.5
AIRCRAFT BENDING
Before the pull-up analysis is completed,
covered.
The effect of
FIGURE 6.6.
AIRCRAFT BENDING
of the horizontal
deflection or
an additional
While
it is the easiest method for a test pilot to perform, it is also the most time
6.16
consuming.
There
AS
The expression for Aa in Equation 6.16 derived for the pull-up maneuver,
is also applicable to the turning maneuver.
Ac =
Such
is
not
the
case
for
i (CL An - CL&
the
(6.16)
A5^
AQ expression
in
Equation 6.8.
Another
expression (other than Equation 6.27) for AQ pertaining to the turn maneuver,
must be developed.
Referring to Figure 6.7, the lift vector will be balanced by the weight
and centripetal acceleration.
Lsin c
FIGURE 6.7.
6.17
L sin 4>
*=
W U2
g R
(6.53)
(6.54)
L cos 4>
n
L/W
cos 4>
(6.55)
3 sin <fr
U cos 4>
(6.56)
R-RADIUS OF TURN
FIGURE 6.8.
Referring to Figure 6.8 where pitch rate is represented by a vector along the
wings and yaw rate a vector vertically through the center of gravity,
the
U
Q
(6.57)
2 sin $
6.18
(6.58)
= ^ sin *
(6.59)
g sin <{>
ci*
"
(6.60)
From trigonometry,
1 ~ cos2*j>
cos *
3
U
Q =
U IcT* *
(6.61)
cos
*J
(6-62)
- 8 (n " n)
(6-63)
(6.64)
f6.5)
The general expression for AQ in Equation 6.65 and the value of Aa in Equation
6.16 may now be substituted into Equation 6.8 to determine AS
Cr An - CT
e
3C
A6J
m g , . .
/,
c
e
1
~~
(6.66)
2U
6.19
(6.31)
* CL M
_cg_
2U02
AS
(An)
<**)
(6.67)
<
= a (h - hn )
and
2w
pSCT
An
Cmm
<
aC.
CLT - Cm
8
a (h-hj
&
+ pSc
4m
(1+^)
(6.68)
m
<
aC.
^~C
&
pSc
(h - h ) + /i.m s.
C \ T /i
\"-",,/^
(6.69)
hm
hn
-&c
4m m
L\
I(i+
2
\
n/
(6.70)
The maneuver point in a turn differs from the pull-up by the factor
(1 + 1/n2] .
This means that at high load factors the turn and pull-up
maneuver points will be very nearly the same. If Equation 6.70 is solved for
h and substituted back into Equation 6.69 the result is
6.20
aC
dS
cBT
- C_
-a<h"hJ
(6.71)
The term d&e/dn is not the same for both pull-up and turn since
hn in
Equation 6.71 for turns includes the factor (1 + 1/n ) and is different from
the hB found for the pull-up maneuver.
hn
6.7
hn +
ht it vH
2m
(1 + 1/n2
(6.72)
SUMMARY
Before looking further into the stick-free maneuverability case, it would
for the stick-fixed case first and then the stick-free case.
The eg position
where this derivative was zero was defined as the neutral point.
Static
margin was defined as the difference between the neutral point and the eg
location.
dc
da
dCn
(5.82)
dC
Stick-Free
Aircraft
Stick-Fixed
Aircraft
Effect of
Free Elev
The free elevator case was merely the basic stability of the aircraft
with the effect of freeing the elevator added to it.
When the maneuvering case was introduced, it was shown that there was a
new derivative to be discussed, but the basic stability of the aircraft would
not change - only the effect of pitch rate was added to it.
6.21
(6.73)
+ A
Effect of the
Pitch Rate
Stick-Fixed
Aircraft
Stick-Fixed
Aircraft Pitching
Stick-Free
Aircraft Pitching
NOTE:
(6.74)
Effect of
Pitch Rate
Effect of
Free Elev
Stick-Fixed
Aircraft
dC.
*Z
dC
dCn
dC
dc
<*
dC
(6.75)
dC"
This
Effect c
Pitch Ra
Stick-Free
Aircraft
Stick-Free
Aircraft Pitch:mg
term
is
STTCK-FREE MANEUVERING
The
first
analysis
of
stick-free
maneuvering
requires
review
of
of freeing the elevator was to multiply the tail term by the free elevator
factor F which equaled
to
find
the
I-TC^/C;
stick-free
maneuver
the
free
tail
effect
elevator
of
stick-fixed
factor.
Recalling
ac
~C~
dC
' Mi - )
^FUS
a
6.22
pSc
4m
(6.42)
The first three terms on the right are the expression for stick-free
neutral point, h^.
Thus,
K - K - fr c
<6-77>
This is the stick-free maneuver point in terms of the stick-free neutral point
for the pull-up case. It may be extended to the turn case by using the term
for the pitch rate of the tail in a turn.
K - K- fc. (l
i-, )
v
n
<J
(6.78,
= - GHe
(5.91)
- a Se
= - Gq Se
Ch
C
e Ch
(5.92)
(5.93)
Aq
S
ST - " a e
6.23
AH"
<6'79>
where
AC
6.8.1
<* H
A8
(6,80)
Equation 6.79.
factor.
and ASe
in terms of load
The change in angle of attack of the tail comes partly from the
change in angle of attack due to downwash from the wing and partly from the
pitch rate.
(6 81)
- " (i - i)+ k
Aa =
| (cL An-C
(6.16)
ASe )
e
AQ
2_ An
(6.27)
Recall that
AS.
An
Assuming C
aC
L
a
%
(h-hJ
(6.36)
written
-hk- iP*^1
6.24
An
(6.82)
AS.
(6.83]
An
Substituting Equations 6.82 and 6.83 into Equation 6.80, gives Equation 6.84
An
T>
(i-S) *.
-^-s.
' ^- (h- hj
o
(6.84)
SI
Substituting,
U2
(6.30)
2W/pSCL
"
(5.50)
5i
An
l1"
SShVHVT
pSl
1^^
at vH rvx+ (h-hj
(6.85)
n"hn = C^ t \ \ ^-H)
a
(6.86)
Substituting Equations 6.86, 6.51, and 6.87 into Equation 6.85 gives Equation
6.88
"
2a
H \
1 - T
C-
6.25
(6.51)
(6.87)
\^
<h;-\) + U-*)$ETC -h
An
+ h
(6.88)
But
hn
= hn
(6.35)
-|
4in c.m
Therefore
C
<V
An
pSc
h - h + 4m
C"
(6.89)
Substituting Equation 6.89 back into Equation 6.79 and taking the limit gives
dF_
cET
pSc
4m *"
G q Se c
(6.90)
hm
s
_
dn
pSc C
i
hn -
(6.77)
4m
G q
*a Se ce
(h-h )
(6.91)
cT. - *qS
which gives the final stick-force-per-g equation
dF
a
dn =
Se ce C
~h
6.26
COW
(h -
(6.92)
6.8.2
for the stick-free maneuver point for the turning maneuver is practically
identical to the pull-up case.
* - I *4 + k)
(6.93)
...
^ - iM - H->
glt
An
U.
(-k)
(6.94)
and
"-* *g
Substituting
Equations 6.94
and 6.95
>_
into
(6.95)
nn '
<VCr
5L
An
h - h'n + &
4m CI
F
q
('-)
(6.96)
Substituting Equation 6.96 into Equation 6.79 and taking the limit as An -> 0,
dF
ah"
Ch
=
S C
^ e e
Lr
hn'
fS
4m Cm F
1
6.27
(>^)
(6.98)
ET Again, the
turning
point h^ is different.
The term in the first parenthesis represents the hinge moment of the
elevator and the aircraft size.
reciprocal of elevator
The last term is the negative value of the stick-free maneuver margin.
2.
Since
airspeed does not appear
in
the
equation,
the stick-force-per-g will be the same at all airspeeds for a
fixed eg.
h' - h' -
4 C
(6.77)
2.
The location
of the stick-free
Consequently,
military specifications limit the minimum value of dFs/dn to three pounds per
g for a center stick, Level 1.
6.28
fighter,
or trainer),
i.e.,
heavier
6.9
The
The
spring exerts a constant force on the stick no matter what load factor is
applied.
factor.
BT
i
4 c^^eee^ cee e^ e^. |
J~fT}'^n t Fij
1,
TENSION = CONSTANT = T
J
%
nW
FIGURE 6.9.
Downspring
Fs
- G q S
6.29
"2
(6.100)
Bobweight
Fs = -GqS.c^+nwj:
(6JL01)
When the derivative is taken with respect to load factor, the effect on
dF8/dn of the spring is zero.
Downspring
dF
GqS c
an " ~
dC
a?
+0
<6-102>
dC
1
9 Se ce gg- + w 3-
(positive)
(6.103)
increases the
stick force gradient, moves the stick-free maneuver point aft, and shifts the
allowable eg spread aft (the minimum and maximum eg positions as specified by
force gradients are moved aft).
6.30
BOBWEIGHT
MAX-.-V*--^
dn
MIN
>yl_J^
FIGURE 6.10.
(Reference Figure
If a bobweight is
AERODYNAMIC BALANCING
Aerodynamic
balancing is
used to
affect
the
and
B5T
(*-<^)(m
6.31
(h - h' )
(6.99)
'
' - iff CB
1 - T
(6-77)
{6S1)
\
Decreasing
devices
as an
(^
and/or increasing (^
1.
2.
3.
4.
5.
Increasing C^
and/or decreasing (^
8
6.11
1.
2.
3.
4.
5.
6.32
*nMIN K h. K m
*4IAX
FWD
AFT
.1
FIGURE 6.11.
2.
3.
in ground effect,
MAX
2.
Additional considerations:
2.
6.33
3.
5 Cn
= \ ~
(6.35)
q
d6 _
cET = C C
aC
-C
<x
.
.
h
( " 0
<6'36>
Pull-up, Stick-free
_
- -- - ec.
H S
5
C
dn
dFs
Hn"
PSC
r
C
* Sso
-GqSe ce
">
1 .-
Cm
(6.92)
dC
h+W1i
17-
(6.103)
(l + )
(6.70)
as"
Turn, Stick-fixed
h
=h-
-2^C
q
dS _
Brf " Cm
a C
CL
=cm
6
.
i(h " hJ
(6.71)
Turn, Stick-free
h'
- h' - -Sp C
F (l + A-)
q
6.34
(6.98)
dF
ST'
(s.
. \)[l) (r~)
a
(h - h.)
(6.99)
A8a.
The
requirements
that must
be
met
during
longitudinal
the
allowable
mately linear with pull forces required to maintain or increase normal acceler
ation.
The pilot must also have sufficient aircraft response without exces-
The amount of force that the pilot must apply to maneuver his aircraft
is an important parameter.
stress
or overcontrol
aircraft.
his
resistance
from the
The T-38, for instance, has a 5 lb/g gradient at 25,000 feet, Mach
pull 10 g's with only 50 pounds of force and bend or destroy the aircraft.
The designer could prevent this possibility by making the pilot exert 100 lb/g
to maneuver.
therefore be
considered
If it took 10
There are four general flight test methods for determining maneuvering
flight characteristics such as stick force gradients, maneuver points,
permissible eg locations.
and
Stabilized g Method.
This method
requires holding a
constant
slowly.
At 15 of bank, the
stick force required to maintain the condition is only slightly more than
friction and breakout.
an airspeed and bank angle. The attitude indicator should be used to establish
the bank angle.
45 and
when stable.
60 also.
data.
reached.
and record
Above 2.0 g's only slight increases in bank angle are needed to
obtain 0.5 g
increments.
Bank
angle
required
6.36
can
be approximated
from
Little altitude is lost at the lower bank angles up to approximately 60, and
thus more time may be spent stabilizing the aircraft.
At 60 of bank and
beyond, altitude is being lost rapidly; therefore every effort should be made
to be on speed and well stabilized as rapidly as possible in order to stay
within the allowable altitude block (test altitude +2,000 feet).
If the lower
climb to the
W
nW
I
L=nW
Xn
CO8 0
FIGURE 6.12.
6.37
constant.
maneuvering stability and trim, altitude loss and the resulting Mach change
may be minimized by adding power as load factor is increased.
At times,
For
required or a programmed
for testing bomber and cargo aircraft and fighters in the power approach
configuration.
6.12.2.2
desired altitude.
as before at the
Increase load factor and bank angle slowly holding airspeed constant
heavy buffet or limit load factor is reached.
approximately 0.2 g per second.
until
airspeed varies
excessively,
or
the
lower
altitude
approached, turn off the data recorder and repeat the test
limit
up to
is
heavy
An error is
induced in this method since the aircraft is in a descent rather than level
flight.
flight.
6.38
6.12.2.3
Constant g Method.
Record data
and climb or descend to obtain a two to five knot per second airspeed bleed
rate at the desired constant load factor.
a bleed rate at low load factors and descents are used to obtain a bleed rate
at high
load factors.
ratio aircraft at
low
Keep the
Repeat
the maneuver with 0.5 g increments at high altitudes and 1 g increments at low
altitudes.
gradients
techniques.
is
introduced
familiarization
with
or
stick
force
different
turn
The dive
angle and lead airspeed are functions of the target load factor.
Maneuver the aircraft to a lead point that will place it at a given
constant load factor while passing through the test altitude at the test
airspeed.
6.39
The idea
a.
Method A - Using a variable dive angle and fixed lead airspeed
smoothly increase back pressure so that the airspeed stabilizes at
trim airspeed. There is a specific dive angle which will allow you to
stabilize the airspeed as you pass through 10 of dive.
b.
Method B - Using a constant dive angle and adjusting lead
airspeed, smoothly apply back pressure to establish the target g.
If the proper lead airspeed is used, the airspeed will stabilize
as the target g is established.
Using either method, the aircraft should pass through level flight (+10
from horizontal) just as the airspeed reaches the trim airspeed with aim g
loading and steady stick forces.
Achieving the
trim airspeed through level flight, 10, and holding steady stick forces to
give a steady pitch rate are of primary importance.
(+1,000 feet) at the pull up is less important.
exact (+0.2g) but must be steady.
6.40
PROBLEMS
6.1.
Given the following data, find the stick fixed maneuver point:
20-
16-
t<:
2?
A.
10-
*!^22
Li*5zy
-.7*?e*TE^I
6.
Pi
1.0
2.0
3.0
4.0
n.
6.2. A.
Confute C
1T
16.5 ft
= 6.7 ft
= 1.0
aT
3.5 RAD"1
ST
45.5 ft2
235 ft2
6.41
B.
Compute Cm
21 ft
16.0 ft
1.0
3.0 RAD"1
96 ft2
530 ft2
C.
If Cu
is
in
the range
of
-6.5
to
How does CB
(RAD"1)
-4.0
-8.0
-12.0
-16.0
6.42
6.3. Given
that
an aircraft with a
reversible
flight
control
system has
*S
-0.4
fP^-
c<
.004
<
*^^\
v1^
-.008
6.
(DEG)
S2%
1
3
aircraft
are
standard
T-33's
(except
for
the
color)
and
have
6.43
6.5. For a given set of conditions, an RF-4C had a stick force gradient as
shown below. Compute the weight of the bobweight needed to increase this
gradient to a minimum of five pounds per g.
D-i
PULL
20-
15h-5 INH A
20 IN
?
w
(lbs)
10-
FR & BO7777777,
!1
6.44
rmi*
1
s!
:\
6.6. Given the transport aircraft data on this page, find the stick-fixed and
stick-free maneuver points.
What are the stick-fixed and stick-free
maneuver margins? What is the friction and breakout force?
1.0
6.45
2.0
6.7. Given the flight test data at the end of this problem:
A.
B.
C.
D.
E.
If the stick-fixed neutral point was 48% MAC and given the following
data, calculate an estimate for CB . NOTE: Ca is very sensitive
i
to h
locations
so
an
estimate
of C
calculated
from aircraft
or better,
300 ft'
7 ft
18,000 lbs
-F.
nW
6.46
TEU
20
15
P
10-
7-fr
(DEG)
>'->
0TED
sT
ii-rfft
N.
-5-
G.
What downspring tension, T, is required to obtain the same minimum dF /On
determined in Part F.?
H.
It
is desired that the aircraft have a three lb/g maneuvering stick force
gradient at the same eg without changing the aircraft's speed stability.
You are given the choice of bobweight A or B, and/or springs C and D.
Which bobweights and springs should be used and what should their sizes
and tensions be?
8
i- 0IN
>10IN^j
25 IN
/m m
nW.
-Wffir-
JsnWT
_L
C7
6.47
8 IN
6.9. Given the flight test data and MIL-STD-1797Arequirements shown below:
M-8
FIO.1
20
30
40
CG % MAC
A.
One set of data on Figure 1 was taken at FWD eg (15% MAC) and the
other at an AFT eg (30% MAC).
Label the curves FWD and AFT
properly.
B.
C.
What is the AFT eg limit to meet the minimum MIL-STD stick force
per g shown on Figure 2?
D.
What is the FWD eg limit to meet the maximum MIL-STD stick force
per g?
E.
~1
0
/77Z
10 IN
12 IN-
Kf
6.48
Tc IS CONSTANT
3
6.10.
Read the question and circle the correct answer, true (T) or false (F).
T
Cn
The distance between the neutral point and the maneuver point
is a function of aircraft geometry, altitude, and aircraft
weight.
is always positive.
6.49
is analogous to damping.
a
circles.
T
is a function of
q
velocity.
Maneuvering stick-force gradient data obtained from turning flight
tests is identical to that obtained from pull-up flight tests.
are identical.
<3
FWD and AFT eg travel may be limited by maximum and minimum values
of stick-force-per-g.
The same curve can be faired through maneuvering flight test data
obtained by the pull-up and turn techniques.
6.50
ANSWERS
6.1.
h_
6.2.
A.
32.5%
C_
B.
6.3.
h'n
6.4.
6.5.
W =
6.6. h
h'n
0.296
6.8 lb
0.65
0.45
eg
Maneuver margin
Fixed
Free
15%
0.50
0.30
30%
0.35
0.15
Friction + Breakout
A.
hm
B.
hID
C.
Aft eg
D.
=
=
10 lb
0.40
0.50
=
0.28
=
=
0.22
0.12
6.51
E.
6.8.
F.
-=
9 lb
G.
H.
FB/g -
W,A
10.5 lb/g
5 lb
Must be offset by Tc
6.9.
B.
h'n
C.
Aft lim =
37%
D.
Fwd lim -
22%
E.
WB
6.25 lb at n -
0.45
10 lb
6.52