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Estimating The Low-Speed Sidewash PDF
Estimating The Low-Speed Sidewash PDF
Estimating The Low-Speed Sidewash PDF
Analytical Model
Relativeto the coordinatesystemshown in Fig. 1, the z component
of velocity induced by this model of the wingtip vortices, at the
arbitrary point in space (x, y, z ), is readily found from the Biot
Savart law to be
0wt
Vz D
4
y2
C z C 12 b 0
4 1 C q
=
=
=
=
=
=
=
=
=
=
=
zN
z0
=
=
zN 0
0wt
"s
b
=
=
=
=
=
=
=
wingspan
wingtip vortex spacing
wing lift coef cient
wing aspect ratio
z component of induced velocity
magnitude of the freestream velocity
axial coordinate
dimensionless axial coordinate, 2x=b
normal coordinate
dimensionless normal coordinate, 2y=b
spanwise coordinate, measured from the aircraft
plane of symmetry
dimensionless spanwise coordinate, 2z =b
spanwise coordinate, measured from the centerline
midway between the two wingtip vortices
dimensionless spanwise coordinate, 2z 0 =b
sideslip angle
wingtip vortex strength
sidewash angle
spacing between the wingtip vortices divided by the
wingspan
ratio of wingtip vortex strength to that of an elliptic
wing having the same lift coef cient and aspect ratio
sidewash factor
quarter-chord wing sweep angle
Introduction
2
3
1 0
b
2
x 12 b 0 tan 3
y 2 C z 12 b 0
tan 3
C y 2 C z C 12 b 0
4 1 C q
Nomenclature
b
b0
CLw
R Aw
Vz
V1
x
xN
y
yN
x 12 b 0 tan 3
x 12 b 0 tan 3
C y 2 C z 12 b
39
=
5
2 ;
0
(1)
"
1C p
yN 2
yN
C .Nz b /2
xN b tan 3
yN
yN 2 C .Nz C b /2
"
1C p
#)
xN b tan 3
(2)
Fig. 1 Vortex model used to estimate the sidewash gradient for the
vertical stabilizer.
1089
v C L w
@"s
N y;
N 0/ D
. x;
@
b R Aw
or
zN 0 ./
D zN . xN b tan 3/
(3)
@ "s
@ zN @ "s
D
@
@ @ zN 0
zN 0 D zN
0
@"s
D C L w v
@ zN 0
2 R Aw
zN 0 D zN
yN 2
"
2 y.N
N z b /
yN 2
C .Nz b
/2
#
xN b tan 3
yN
. xN b tan 3/.Nz b /
4
5
3
yN 2 C .Nz b /2
. xN b tan 3/2 C yN 2 C .Nz b /2 2
39
=
yN
. xN b tan 3/.Nz C b /
4
5
C 2
32 ;
yN C .Nz C b /2
2
2
2
. xN b tan 3/ C yN C .Nz C b /
(5)
"
2 yN 2 C b2
#
xN b tan 3
. xN b tan 3/2 C yN 2 C b2
C .Nz C b /2
4 yN . xN b tan 3/b2
1C p
xN b tan 3
2 yN .Nz C b /
1C p
N y;
N 0/ D
. x;
"
1C p
where
(4)
(7)
(6)
N b
2 y
2 yN 2 C b2
. xN b tan 3/2 b
. xN b tan 3/2 C yN 2 C b2
32
(8)
1090
lift coef cient. In fact, as the angle of attack increasesfrom zero lift,
the magnitude of the sidewash gradient will, at some point, begin to
decrease with increasing angle of attack. Ultimately, the sidewash
gradient becomespositiveand destabilizingwhen the angle of attack
is large enough to put the vertical stabilizer below the wingtip vortices. Normally the wing would stall well before this angle of attack
was reached. However, in poststall maneuvers, this can produce an
important destabilizing effect.
wing lift coef cient, slow ight with high-lift devices deployed can
also result in a signi cant increase in the sidewash gradient induced
on the vertical stabilizer.
The present model also points out that the sidewash gradient on
the vertical stabilizer increases rapidly with its distance aft of the
wingtips. Because the yaw stability derivative increases with the
product of the area of the vertical stabilizer and its distance aft of
the center of gravity, an important consideration in tail design is
the tradeoff between the tail area and length required to attain the
desired level of yaw stability. As the tail is moved aft, the required
size of the vertical stabilizer is decreased, which reduces tail weight
and drag. However, moving the tail aft increases the weight and
drag associated with the structure supporting the tail. Thus, there is
an optimum in the tradeoff between tail area and length. Because
the sidewash gradient on a high vertical tail becomes more stabilizing with increasing tail length, sidewash moves this optimum
in the direction of smaller tails placed farther aft of the center of
gravity. As the wingspan is decreased, this effect becomes more
important. However, moving the vertical stabilizer farther aft of the
wingtips will aggravate the destabilizing effect of sidewash in poststall maneuvers.
The proposed model does not account for the effects of the fuselage on the sidewash gradient. The fuselage can signi cantly alter
the ow eld induced by the wingtip vortices. Depending on fuselage geometry, the sidewash gradient induced on a vertical stabilizer
by the wingtip vortices can be altered by as much as 30% as a result
of ow around the fuselage.
References
Conclusions
The sidewash gradient predicted from the present analytical
model increases rapidly with decreasing wing span. Thus, aircraft
having wings of low aspect ratio produce large sidewash gradients.
In addition, because the sidewash gradient is proportional to the
1 Phillips,