曝光台 注意防骗
网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
where K N is an empirical wing-body interference factor that is a function of the
fuselage geometry and the center of gravity position, K RL is an empirical factor
that is a function of the fuselage Reynolds number, SB.S iS the projected side area
of the fuselage, S is the reference wing area, and lf is the length of the fuselage.
According to Datcom,i Eq. (3.300) is valid for both subsonic and supersonic
speeds. The parameters KN and KRt can be determined using the data given in
Figs. 3.73 and 3.74.
Ta17 contribution. The contribution of the horizontal tail, similar to that of the
wing, depends on dihedral and sweep. Furthermore, the horizontal tail is usually
much smaller in size than the wing. Hence, the contribution of the horizontal tail
to static directional stability can be safely ignored.
The vertical tail is perhaps the single largest contributor to static directional
stability. Its contribution depends on its moment arm from "the center of gravity,
surface area, aspect ratio,sweep, and aft fuselage geometry. The aft fuselage and the
horizontal tail provide the beneficial endplate effect, which increases its effective
aspect ratio, hence the Iift-curve slope. The contribution of the vertical uul is also
affected by the fuselage sidewash.
For subsonic speeds, the side force developed by the vertical tail when the rudder
is held in neutral position (rudder-fixed) is given by Datcom:l
or
Yv = -kqvav(f/ + a)Su (3.301)
C),.v = -kay~ + )-7, (SS ) (3.302)
STATIC STABILITY AND CONTROL
t -Jcm ri
┏━┳━━━━━━━━━┓
┃h ┃~-J,-, .. -~::, ┃
┣━╋━━━━━━━━━┫
┃ ┃ ┃
┣━╋━━━━━━━━━┫
┃l ┃:/4fJ 31t 4 ┃
┃ ┃ J-_ ┃
┗━┻━━━━━━━━━┛
SB,S: Body Side Area
271
bf u: Maximum Body Width
I 7 /
┏━━━┳━━━━━━━━━┳━━━━━━┳━━━━━━┳━━━━━┳━━━━━┳━━━━┳━━━━┳━━━┳━━┳━━┳━━┓
中国航空网 www.aero.cn
航空翻译 www.aviation.cn
本文链接地址：
PERFORMANCE, STABILITY, DYNAMICS, AND CONTROL2(42)
