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┃  ┃  ┃  ┃      ┃    ┃  ┃    ┃7   ┃//  ┃(     ┃
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┃  ┃  ┃~ ┃----  ┃    ┃~ ┃--N ┃~   ┃    ┃      ┃
┃  ┃  ┃  ┃      ┃    ┃  ┃    ┃    ┃    ┃ -2   ┃
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M COS Ac/2
Fig.3.101   Compressibility correction to wing dihedraleffecL1
Aerodynamic
Acrodynamic
ent
I.
b) lligh angle of attack
fig. 3.102     Effect of angle of attack on vertical tail rolling moment arm.
L
STATIC STABILITY AND CONTROL
U
crcon
                                                                       
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┃                                              ┃:L  ┃6a >O, c(<o   ┃
┃                                        ,( -  ┃\   ┃    ClZia < 0 ┃
┃ .  (                                         ┃)   ┃              ┃
┃                                              ┣━━┻━━━━━━━┫
┃~ l-_-,                                       ┃fr    L_- J Down    ┃
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┃                                              ┃                    ┃
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Fig.3.103   Sign convention for aileron deflection.
C,8a = a8~
307
(3.377)
where L is the rolling moment.
   On a tailless aircraft (no horizontal tail), the elevator and ailerons are usually
combined into one set of control surfaces called elevons. Differentially deflected,
the elevons produce roll control and, symmetrically deflected, they produce pitch
control.
   Some aircraft also employ spoilers (Fig. 3.104) for enhancing roll control au-
thority. The spoilers are fiat platelike devices mounted on the wing upper surface
and are mainly used for dumping the lift or increasing the drag during the ground
　
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