SMF4143 AIRCRAFT STRUCTURES II

Aeroelasticity

Aileron Reversal of a Finite Wing

Strip Theory
Consider the half-wing shown in the diagram below, of half-span s, and flying at a speed of
V. On the deflection of the aileron by an angle of , the aircraft rolls at an angular speed of p
rad/s.

The wing is rolling at a rotational speed of p rad/s. As such, at the location y from the
symmetrical plane of the aircraft, the wing experiences a relative air speed downwards of py.

p rad/s (roll)

V
py
V
py
SMF4143 Aircraft Structures II

Aeroelasticity Aileron Reversal p1

Ainullotfi bin Abdul Latif

This effectively reduces the angle of attack by:




The increment in lift L over the strip y comes from both the angle of attack and the
deflection of the aileron:


 =
 

where:

() = 





  +
()




0  : 0  < #
1  : #  #

Similarly, the increment in pitching moment Mo is given by:



%& =
  

'(
()


Consider equilibrium of moments on the strip y.

) +

)
 ) + %& + * = 0


From earlier notes, torsion T is given by:

) = +,

Thus:




)
 
= +,


Substituting this and the values for L and Mo into the equilbrium equation:
+,

'(
 






 +
  
() +
 
  +
() * = 0







Rearranging to group the terms with together and those with together, and dividing by GJ
and y, we have:



 *
 
'(



 



+


=

.**
()
()/


+,
+,




SMF4143 Aircraft Structures II

Aeroelasticity Aileron Reversal p2

Ainullotfi bin Abdul Latif

where:
- =




Putting:


 * +,

we have the following second order differential equation:

 
+  = 0


where:
0 = .

 1  1 '(
1
+
2 ()/
 -  * 

The above second order differential equation can be solved using the known boundary
conditions:
 = 0 -3  = 0


= 0 -3  = #


A possible solution to the differential equation is:

#56
1  1 '(
#56( # )
 = 4
7 1
+
#56
2 ()81 #( # )9
##
-  * 
##


with #( # ) = 0 for y < s1.

The change in the total lift coefficient locally is given by the strip theory as:
 = -  + 



 +
()



where is given by the equation above, and is the steady state angle of attack.
Aileron effectiveness in this finite (3D) wing case can be defined as the ratio of the helix
angle (of flight) at the wing tip with respect to aileron deflection angle:

#
-5:*6 **35;*6*## = 

SMF4143 Aircraft Structures II

Aeroelasticity Aileron Reversal p3

Ainullotfi bin Abdul Latif

In the steady state situation, the moments due to the aileron deflection , wing twist and
<=
aerodynamic damping > are in equilbrium.
Thus we have, for two sides of the wing:

2 @    = 0
&

2 @
  - 
&

@ - 
&



 +
()   = 0



=



   = @
()  

& 

Substituting for :
=

@ -1
&

#56 1  1 '(

#56( # )
1
+
#56 2  
2 ()81 #( # )9
##
 ## -  * 
=

= @
()  
& 

Rearranging, we have:

# A=   () + 1 4 + 1 '( 7 ()81 #( # )9 #56( # ) #56B  

-  * 

##
 = C

=
#56

A& - ##  
Working out the integration in the right hand terms:



# 1 ## 1  + ## 1 4# # 7 1 '( 
*- 
2

##
 = - ##

3-6#

1
#

Reversal occurs when the aileron effective is zero i.e. when the aileron is no longer effective.
This happens when the numerator becomes zero, giving:
1

 1 '(
# # 1 '(
+
/ ## = 0
2 (## ## ) . 1
2
 * 
2
* 

Looking back at the infinite (2D) wing case:

D = E

SMF4143 Aircraft Structures II

G*-

Aeroelasticity Aileron Reversal p4

Ainullotfi bin Abdul Latif



H = I
'(


G

F

'(

D = H J*6 * =



Normally, for small values of e, H < D .

Normally in real cases,

'(

0.20



Thus reversal happens first before divergence if the flexural axis is ahead of 0.4c location,
which is the common situation.

SMF4143 Aircraft Structures II

Aeroelasticity Aileron Reversal p5

Ainullotfi bin Abdul Latif