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[7]: 8 If the center of gravity is aft of the neutral point, the static margin is negative. The greater the static margin, the more stable the aircraft will be. Most conventional aircraft have positive longitudinal stability, providing the aircraft's center of gravity lies within the approved range.
The Static Margin can then be used to quantify the AC: = where: C n = yawing moment coefficient; C m = pitching moment coefficient; C l = rolling moment coefficient; C x = X-force ≈ Drag; C y = Y-force ≈ Side Force; C z = Z-force ≈ Lift; ref = reference point (about which moments were taken) c = reference length
For a stable aircraft, if the aircraft pitches up, the wings and tail create a pitch-down moment which tends to restore the aircraft to its original attitude. For an unstable aircraft, a disturbance in pitch will lead to an increasing pitching moment. Longitudinal static stability is the ability of an aircraft to recover from an initial ...
The weight, arm, and moment values of the fixed items on the aircraft (i.e. engines, wings, electronic components) do not change and are provided by the manufacturer on the Aircraft Equipment List. The manufacturer also provides information facilitating the calculation of moments for fuel loads.
It is one measure of how strongly an aircraft wants to fly "nose first", which is clearly very important. Stability derivatives, and also control derivatives, are measures of how particular forces and moments on an aircraft change as other parameters related to stability change (parameters such as airspeed, altitude, angle of attack, etc.). For ...
In the 1940s (original ICAO regulations), standard separation was 1000 feet except in specific circumstances, when it was 500 feet. [2] In 1958 the standard vertical separation of aircraft in controlled airspace was set at 1,000 feet from ground level or sea level to flight level 290, and at 2,000 feet above flight level 290. [3]
In February 1976, work commenced to automate the methods contained in the USAF Stability and Control DATCOM, specifically those contained in sections 4, 5, 6 and 7.The work was performed by the McDonnell Douglas Corporation under contract with the United States Air Force in conjunction with engineers at the Air Force Flight Dynamics Laboratory in Wright-Patterson Air Force Base.
Most aircraft trimmed for straight-and-level flight, if flown stick-fixed, will eventually develop a tightening spiral-dive. [2] If a spiral dive is entered unintentionally, the result can be fatal. A spiral dive is not a spin; it starts, not with a stall or from torque, but with a random perturbation, increasing roll and airspeed.