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┃    ┃    ┃    ┃      ┃_  N--  ┃  --    ┃ -  ┃  ┃
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┗━━┻━━┻━━┻━━━┻━━━━┻━━━━┻━━┻━┛
Fig. 3.99    Aspect ratio contribution to C,p (Ref.l).
method to evaluate the vertical tail side force at supersonic speeds. The interested
reader may refer to DatcomJ for more information.
    Usually, zu cosa  > lu sin a, so that (CLp)V < 0. Therefore, the contribution of
the vertical tail to lateral stability is generally stabilizing.
3.6.3   Total Static LateraIStabdity
       The total staticlateral stability ofthe airplaneis given by the sum oftheindividual
contributions as
Cip = [(Ctp)w or (Ctp)W(B)] + (Clp)V
(3.375)
For an airplane to be laterally stable, Cip  < O over the desired Mach number, angle
of attack, and sideslip range.
3.6.4 LateraIControl
  On most aircraft, ailerons are usually the primary roll control devices. The
ailerons are small flaps located outboard on each wing. The ailerons are deflected
differentially to obtain roll control, i.e:, one aileron is deflected downward, whereas
the other is deflected upward. At positive angles of attack, the lift on the wing with
downward deflected mYieron increases and L~at with the upward deflected aileron
decreases so that a rolling moment is generated in the direction of the upward
deflected aileron. The sign convention for the aileron deflection is as follows. We
assume that 8a is positive when the right aileron is deflected downward and the left
aileron is defiected upward as shown in Fig. 3.103. This gives a negative rolling
moment so that q& < O. Here, CL iS the rolling moment coefficient defined as
                     ,   L
                                    Cl = qSb
and  '
(3.376)
-.0003
 C~~ -.0002
   r
(per deg2)
  -.0001
Z
STATIC STABILITY AND CONTROL
SUBSONIC SPEEDS
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┃  ┃(a) ┃k=    ┃    ┃      ┃  ┃        ┃      ┃Ac/2  ┃  ┃
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