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┃ ┃.. ┃ ┃ ┃ ┃ ┃7 .; ┃ ┃ ┃ ┃: N -.': t: ┃ ┃
┣━━━━╋━━╋━━━━━━━━━━╋━━━━━╋━━━━━╋━━━━━╋━━━━━╋━━━━━━━╋━━━━━╋━━━━╋━━━━━━╋━━━━━━┫
┃N ┃ ┃ ┃ ┃ ┃- -. :/ ┃ ┃ ┃ ┃ ┃": - :' ;- :﹢ Krr.z
Fig.3.74 Variation of K ru with fuselage Reynolds number.l
STA71C STABILITY AND CONTROL
273
┏━┳━┳━┳━┳━┳━┳━┳━┳━┳━┳━┳━┓
┃ ┃ ┃ ┃ ┃~ ┃/ ┃~ ┃ ┃ ┃ ┃ ┃ ┃
┣━╋━╋━╋━╋━╋━╋━╋━╋━╋━╋━╋━┫
┃ ┃ ┃ ┃ ┃~ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃
┣━╋━╋━╋━╋━╋━╋━╋━╋━╋━╋━╋━┫
┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃
┣━╋━╋━╋━┫ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃
┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃
┣━╋━╋━╋━╋━╋━╋━╋━╋━╋━╋━╋━┫
┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃
┣━╋━╋━╋━╋━╋━╋━╋━╋━╋━╋━╋━┫
┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃
┣━╋━╋━╋━╋━╋━╋━╋━╋━╋━╋━╋━┫
┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃ ┃
┗━┻━┻━┻━┻━┻━┻━┻━┻━┻━┻━┻━┛
where
by .
2ri .
Fig.3.75 Empirical parameterk as a function ofbyl2ri (Ret:l).
Cyp.v = -ka, (1+ gdp) 7, ( SS ) (3.303)
Yv
Cy.V = qS
CV.v = a~p
(3.304)
(3.305)
Here Yy is ffie side force on the vertical tail.
The parameter k is given in Fig. 3.75 as a funcLion of by/2ri, where bu is the
vertical tail span measured up to the fuselage centerline and ri is the average
radius of the fuselage sections underneath the vertical tail. Furthermore, Su is
the theoretical vertical tail area (up to the fuselage centerline), a is the induced
sidewash angle at the vertical tail, and Oy is the dynamic pressure ratio at the vertical
tail. The sidewash, counterpart of downwash in horizontal plane,is mainly induced
by the forward sections of the fuselage as shown schematically in Fig. 3.76.
The combined sidewash and dynamic pressure ratio term is gi\ren by the fol-
lowing empirical relation:l
rr,d_i 3.06S,,]S +0.4zw+0.0009A (3.306)
(1+ ;t3) lu = 0.724 + ~+~os Ac/4 + d fmax .
where dj.n&Tr is the maximum fuselage depth, A the wing aspect ratio, Ac/4 is the
274 PERFORMANCE, STABILITY, DYNAMICS, AND CONTROL
V sin ( p+d )
Vsin p
al TaiL
Fig.3.76 Schematicillustrahon offuselage sidewashntverticaltail.
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