DIRECTIONAL STABILITY is its stability about its vertical axis, and without which it would have no tendency to keep its course.
For such directional stability to exist there must be, in effect,[16] more “keel-surface” behind the vertical axis than there is in front of it. By keel-surface I mean every-thing to be seen when looking at an aeroplane from the side of it—the sides of the body, undercarriage, struts, wires, etc. The same thing applies to a weathercock. You know what would happen if there was insufficient keel-surface behind the vertical axis upon which it is pivoted. It would turn off its proper course, which is opposite to the direction of the wind. It is very much the same in the case of an aeroplane.
The above illustration represents an aeroplane (directionally stable) flying along the course B. A gust striking it as indicated acts upon the greater proportion of keel-surface behind the turning axis and throws it into the new course. It does not, however, travel along the new course, owing to its momentum in the direction B. It travels, as long as such momentum lasts, in a direction which is the resultant of the two forces Thrust and Momentum. But the centre line of the aeroplane is pointing in the direction of the new course. Therefore its attitude, relative to the direction of motion, is more or less sideways, and it consequently receives an air pressure in the direction C. Such pressure, acting upon the keel-surface, presses the tail back towards its first position in which the aeroplane is upon its course B.
What I have described is continually going on during flight, but in a well-designed aeroplane such stabilizing movements are, most of the time, so slight as to be imperceptible to the pilot.
If an aeroplane was not stabilized in this way, it would not only be continually trying to leave its course, but it would also possess a dangerous tendency to “nose away” from the direction of the side gusts. In such case the gust shown in the above illustration would turn the aeroplane round the opposite way a very considerable distance; and the right wing, being on the outside of the turn, would travel with greater velocity than the left wing. Increased velocity means increased lift; and so, the right wing lifting, the aeroplane would turn over sideways very quickly.
LONGITUDINAL STABILITY.—Flat surfaces are longitudinally stable owing to the fact that with decreasing angles of incidence the centre line of pressure (C.P.) moves forward.
The C.P. is a line taken across the surface, transverse to the direction of motion, and about which all the air forces may be said to balance, or through which they may be said to act.
Imagine A to be a flat surface, attitude vertical, travelling through the air in the direction of motion M. Its C.P. is then obviously along the exact centre line of the surface as illustrated.
In B, C, and D the surfaces are shown with angles of incidence decreasing to nothing, and you will note that the C.P. moves forward with the decreasing angle.
Now, should some gust or eddy tend to make the surface decrease the angle, i.e., dive, then the C.P. moves forward and pushes the front of the surface up. Should the surface tend to assume too large an angle, then the reverse happens—the C.P. moves back and pushes the rear of the surface up.