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We will discuss these effects in the following sections.
(3.242)
VN = Vo(siricr -J: p siri:f')
(3.243)
    As done before for the longitudinal static stability, we assume that the Cn~ of
the airplane is the sum ofindividual contributions caused by fuselage, wing, and
tail surfaces. A brief discussion on the qualitative effects of power is presented but
ignored in the analysis.
 N
qSb
acn
ap
262           PERFORMANCE, STABILITY, DYNAMICS, AND CONTROL
L
a)
            X            
┏━━━━┳━━━━━━┓
┃-rj._-_ ┃- ~lr--{v,l ┃
┣━━━━╋━━━━━━┫
┃        ┃            ┃
┗━━━━┻━━━━━━┛
cTa
vop
VoP
y
sin r
Fig. 3.70    Strip theory analysis of wing dihedral effect.
or, assuming a, p, and F to be small,
VN - Vo(ct +_ pr)
(3.244)
Note that "+" and "-" signs apply respectively to the right (starboard) and left
(port side) wings when sideslip is positive. The chordwise component of velocity
is given by
                                                 Vc - Vo cosct
                             - VO
The local angle of attack and local dynamic pressure are given by
  VN
LYI = TVc
- CL +_ pr
(3.245)
(3.246)
(3.247)
(3.248)
STATIC STABILITY AND CONTROL
qi - 2lp(VA~ + Vc2)
      ~  2J p Vo2
263
(3.249)
(3.250)
In the above equations, higher order terms like a2 and ct,B are ignored. Thus, we
observe that for a positive sideslip, the local dynamic pressure on both wings is
 approximately equal to the freestream dynamic pressure. Furthermore, the leading
(starboard) wing experiences an increase in angle of attack and, therefore, an in-
crease in lift and drag coefficients. The port wing experiences opposite effects.As
a result of this imbalance in spanwise lift distribution, the wing develops a rolling
moment, which we will consider later while studying lateral stability. The imbal-
ance in drag forces gives rise to a yawing moment. For low subsonic speeds, we
can approximately estimate this yaYwing moment using the simple strip theory as
discussed in the following.
   In the strip theory approach, the wing is divided into a number of spanwise
elements or strips. The aerodynamic forces on each strip are calculated assuming
that it is a part of a two-dimensional wing having an identical airfoil section as that
of the given strip. This concept is illustrated in Fig. 3.71. In other words, the strip
L.!
T
a) Strip RT on a firtute wing
b) Equivalent strip R'T' on a two-dimensional wing
Fig. 3.71    Concept: of strip theory.
PERFORMANCE, STABILITY, DYNAMICS, AND CONTROL
theory ignores the downwash (induced angle of attack) variation along the span.
This amounts to ignor:ing the induced drag of the strip and an overestimation of
the sectional lift-curve slope. In view of this, the estim~tions based on strip theory
are at best only first approximations. Nevertheless, this approach is quite useful to
get an idea of the variaoles that can have significant influence on the aerodynamic
parameter ofinterest.  .
     Let c(y) be che local chord, ao(y) be the local sectional lift-curve slope, and  V}
be the local resultant velocity of the strip RT on the right wing. We assume that
the angles ct, p, and r are small so that their products can be ignored. Here, we
resolve the sectional lift (dL) and drag (dD) forces along the stability axis system
because all the'aerodynamic (stability) derivatives like C,u3 are no::ally referred
 to the stability axis system (see Chapter 4 for information on various axes systems
used in aircraft dynamics). Here, Oxy is the stability axis system with origin at
O. The z stability axis is not shown in Fig, 3.70. \Xf"th this understanding, the
 component of force along Ox for the right wing strip RT of width dy (Fig. 3.70a
and 3.70c) is given by
　
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