PHILIPPINE STATE COLLEGE OF AERONAUTICS

INSTITUTE OF ENGINEERING AND TECHNOLOGY

AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

LEARNING
MODULE 03:
Aircraft
Stability

AMT 4102 –
SUBSONIC/APPLIED
AERODYNAMICS

Prepared by:
AERO FACULTY

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

TABLE OF CONTENTS
Title Ref no. Page
Aircraft Stability 1&2 5
Activity # 1 16
Activity # 2 17
Rubric 18

TIME COMMITMENT FOR THIS MODULE

Title Time
Aircraft Stability 45 mins
https://www.youtube.com/watch?v=Q2DOus05Qso 163 sec
https://www.youtube.com/watch?v=mGG_LVO5Tis 285 sec
https://www.youtube.com/watch?v=uReN2Nd1yuo 329 sec
Activity # 1 65 mins
Activity # 2 86.05 mins
Quiz 100 mins

TABLE OF REFERENCES
References No.
CAE, Oxford Aviation ATPL Manual (4th Ed) 1
Jeppesen, JAA ATPL Manual 2

TABLE OF FIGURES
Fig. 1 - 10 CAE, Oxford Aviation ATPL Manual (4th Ed)
Fig. 11 - 23 Jeppesen, JAA ATPL Manual

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 PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

This module focuses on the concept of stability and its categories, namely – static
and dynamic. As well, to gain an understanding of how the three axes of flight relate to the
movement of an aircraft.

LEARNING OUTCOMES
Program Learning Outcome [PLO]

Course Learning Outcomes [CLO]

PLO 3. An ability to
identify, explain, operate and Module Learning Outcomes [MLO]
solve avionics maintenance CLO 4. Develop an in-depth
problems when it understanding of stability by Topic Learning Outcomes
comes to troubleshooting;
select and apply appropriate
identifying its categories and MLO 1: Analyze aircraft's [TLO]
the factors associated with it. stability by identifying its
analytical methods and
modeling techniques. CLO 12. Display a different categories. TLO 1: Determine the
professional commitment to MLO 2: Demonstrate categories of stability by
PLO 4. An understanding ethical practice through the examining their condition
the laws rules and regulation knowledge of stability by
submission of class work, identifying the factors that when an airplane is disturbed
in maintaining safety of an requirements, and activities. from its flight.
aircraft, and demonstrate influence an aircraft's
ability to read, comprehend CLO 13. Display acquired condition. TLO 2. Examine the various
and apply information knowledge and skills by factors involved in stability by
contain in CAA data sheets, incorporating it into future recognizing how it affects the
manuals and publications aavionic maintenance duties. aircraft.
plus aircraft manufacturers
maintenance specification.
PLO 5. Work effectively
and become familiar with
modern aviation electronics
tools and equipment analyze
problems within the domains
of aviation electronics as a
member of multidisciplinary
teams.
PLO 6. Indulgent and a
commitment to address
professional and ethical
responsibilities with
reference to their career in
the aviation electronics
technology and other
professional fields.
HONESTY CLAUSE
PLO 7. An ability to build
and lead teamwork and also
communicate effectively “As members of the academic community, students are
orally and in writing when expected to recognize and uphold standards of intellectual and
working in avionics academic integrity. The state college assumes that as a basic
maintenance
PLO 8. An understanding
and minimum standard of conduct in academic matters, the
of the need for lifelong students should be honest and that they submit for credit the
learning, an ability to learn products only of their own efforts.
new developments in
science and technology,
access information review
literature and make
conclusion. Student’s Signature over Printed Name

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

Aircraft Stability

Stability

Stability is the aircraft’s tendency to return to a stable state of flight without any assistance
from the pilot, despite being interrupted by an external force.

An aircraft must have the following characteristics:

• Sufficient stability to ensure a uniform flight condition.
• The ability to recover from various disturbing influences.
• Adequate stability to reduce the pilot's workload;
•
There are two broad categories of stability, static and dynamic.

Static Stability
The aircraft is in an equilibrium state when the sum of all forces and moments is zero.
Thus, the aircraft will continue in steady flight as there are no accelerations. However, the
aircraft can undergo accelerations if the aircraft is disrupted due to unbalanced forces. This
disruption to the equilibrium may be caused by the gust or by the deflection of the levers.

The type of static stability that the aircraft possesses is characterized by its initial
tendency, following the elimination of any disturbing force.

Positive static stability

Positive static stability (or static stability) exists if an aircraft is disturbed from
equilibrium and has the tendency to return to equilibrium.

The figure below shows the state of positive static stability (or static stability). The
ball is pushed out of equilibrium at the bottom of the trough. When the disturbing force is
eliminated, the initial tendency of the ball is to revert to the state of equilibrium. The ball may
roll back and forth before it goes back to its position. This indicates that the ball has the initial
tendency to return to its original location.

Fig. 1: Positive Static Stability

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

Neutral static stability

Neutral static stability exists if an aircraft is subject to a disturbance and has neither
the tendency to return nor the tendency to continue in the displacement direction.

The figure below shows the state of neutral static equilibrium. The ball experiences a
new balance at each point of displacement and does not revert to its original equilibrium.

Fig. 2: Neutral Static Stability

Negative static stability

Negative static stability (or static instability) exists if an aircraft tends to continue in
the direction of the disturbance.

The figure below illustrates the condition of negative static stability (or static
instability). When an object is displaced from its position, it tends not to return to its original
position and thus, proceeds to be displaced to a greater degree.

Fig. 3: Negative Static Stability

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

Dynamic Stability
While the static stability regards the initial tendency of an aircraft to revert to its original
position or equilibrium, dynamic stability is characterized by the resulting motion of the
displacement with time. If an aircraft is disrupted from its original position, the time history of
the resulting motion for it to return to equilibrium indicates its dynamic stability.

Positive dynamic stability

In general, an aircraft will demonstrate positive dynamic stability if the amplitude of

motion decreases with time.

Fig. 4: Subsidence

The figure above shows the system where the initial disturbance occurs, and the motion
disappears without oscillation; the mode is called "subsidence" or "dead beat return." This
motion implies positive static stability due to the initial tendency to return to equilibrium and
positive dynamic stability as the amplitude decreases over time.

Fig. 5: Damped Oscillation

The figure above shows the damped oscillation mode, where the amplitude decreases
over time. The decrease in amplitude over time means that there is resistance to motion and
that the energy is dissipated. Energy dissipation or damping is essential to have positive
dynamic stability.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

Neutral dynamic stability

Fig. 6: Pure Neutral Stability

The figure above shows the mode of pure neutral stability. If the initial disruption results
in displacement and stays constant, the absence of tendency for motion and the continuous
amplitude suggest neutral static and neutral dynamic equilibrium.

Fig. 7: Undamped Oscillation

If no damping happens in the system, the above figure is the product of an undamped
oscillation. Without damping, the oscillation continues without a decrease in amplitude with
respect to time. While this oscillation implies positive static equilibrium, there is neutral
dynamic stability. Positive damping is required to remove continuous oscillation.

For example, a car with worn shock absorbers (or “dampers”) lacks adequate dynamic
stability, and constant oscillatory motion is both uncomfortable and potentially harmful.
Similarly, the aircraft must have sufficient damping to quickly dissipate any oscillatory motion
that may affect the safe and stable operation of the aircraft.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

Negative dynamic stability

Fig. 8: Divergence
The figure above shows the mode of "divergence" by a non-cyclic increase in amplitude
over time. The initial tendency to proceed in the direction of displacement is evidence of
static instability, and the growing amplitude is evidence of dynamic instability.

Fig. 9: Divergent Oscillation

The figure above shows a divergent oscillation. This motion is statically stable since it
tends to return to the position of the equilibrium. However, any subsequent return to the
original position is with increasing velocity such that the amplitude tends to rise with time.
Therefore, dynamic instability occurs.

Any aircraft shall demonstrate the required degrees of static and dynamic stability. If the
aircraft were permitted to have static instability at an accelerated rate of divergence, it would
be tough, if not impossible, to operate or fly. Also, positive dynamic stability in some areas is
necessary to prevent objectionable aircraft oscillations from occurring.

To reinforce your knowledge about static and dynamic stability, please watch the
following videos:
• https://www.youtube.com/watch?v=Q2DOus05Qso
• https://www.youtube.com/watch?v=mGG_LVO5Tis

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

Airplane Reference Axes

To understand the forces and moments on the aircraft, it is essential to develop a set of
reference axes that intersect at the center of gravity.

Fig. 10: Aircraft Reference Axes

The longitudinal axis passes through the CG from nose to tail. The rolling moment noted
as "L" is the moment about this axis, and a roll to the right is a positive rolling moment.

The normal axis is perpendicular to the longitudinal axis and passes vertically through
the CG. The yawing moment noted as "N" is Aamoment about the normal axis, and a
positive yawing moment would yaw the aircraft to the right.

The lateral axis is a line passing through the CG, parallel to a line passing through the
tips of the wing. The pitching moment noted as "M" is the moment about the lateral axis and
a positive pitching moment is nose-up.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

Static Longitudinal Stability

This is the normal or built-in tendency of the aircraft, when disrupted in pitch, to revert to
its former trimmed angle of attack without pilot input, which is desirable throughout the
complete speed range of the aircraft. Conversely, if the aircraft continues to deviate from its
trimmed angle of attack after a disruption, it is considered statically longitudinally unstable. If
it persists at what angle of attack the disturbance causes, it is longitudinally neutrally static.
The tailplane is the one that provides this type of stability.

Consider, for example, the effect of a gust that causes the aircraft to pitch nose-up.
Owing to its inertia, the aircraft is now attempting to follow its initial flight path and present
itself to the relative airflow at an increased angle of attack. Thus, the increase in the angle of
attack of the tailplane results in a small aerodynamic force. This force, if multiplied by the
distance from the center of gravity, produces a powerful recovery of the pitching moment
and returns the aircraft to its original position.

Fig. 11: Static Longitudinal Stability

Factors Affecting Static Longitudinal Stability

The degree of longitudinal static stability usually varies depending on the following:

Position of the Centre of Gravity

The different positions of the center of gravity have a significant effect on the static
longitudinal stability of the aircraft. Generally, the more forward the center of gravity, the
greater the stability.

Fig. 12: Effect of CG in Stability

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

The more forward the center of gravity, the greater the effort needed to maneuver the
aircraft. Positioning the center of gravity too far forward results in excessive stick forces,
rendering the aircraft highly tiring to operate and fly.

The forward location of the center of gravity is also restricted since, if it is too far forward,
the aircraft becomes uncontrollably nose-heavy at low airspeeds. This is especially important
in the landing process. The elevator deflection might not be sufficient to enable the pilot to
execute the landing flare unless the airspeed is increased to provide greater authority to the
elevator.

Conversely, shifting the center of gravity gradually downwards slowly lowers the degree
of stability, and the aircraft returns to trimmed flight less rapidly. Eventually, a point is
reached where the aircraft has no tendency to return to a trimmed state after a disturbance
and instead stays in a disrupted position. This is the neutral point of the aircraft, and the
center of gravity position provides statically neutral stability.

Fig. 13: Neutral Point

If the center of gravity is located behind the neutral point, the aircraft would be
statically longitudinally unstable. Also, for the aircraft to be statically longitudinally stable,
the center of gravity is usually located ahead of the neutral stage. Thus, most aircraft are
designed in this setup. The distance between the center of gravity and the neutral point
is called the static margin.

Fig. 14: Static Margin

The position of the center of the pressure is a function of its angle of attack, and when
increasing the angle of attack, it shifts towards the leading edge of the wing and vice versa.
Also, the amount of movement of the center of pressure varies depending on the section of
the airfoil used. A broader chamber creates a greater range of movement.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

Fig.15: Effect of aft COP

Conversely, if the center of pressure shifts ahead of the center of gravity, a nose-up
moment occurs to the aircraft in response to a pitch-up disturbance and has a
destabilizing effect.

Fig. 16: Effect of forward COP

Design of the Tailplane

The overall purpose of the tailplane is to provide force to counteract any residual out-of-
balance couples existing between the four main forces of flight. The level of longitudinal
stability is determined by the relationship between the center of gravity of the aircraft, the
tailplane area, and its position. The position of the tailplane relative to the center of gravity is
of the utmost importance, as it has the most significant stabilizing impact on the aircraft. This
is because the bigger the moment arm, the more stable it is. Also, the tailplane is generally
of a symmetrical section, and the position of its center of pressure does not differ
significantly during flight.

Wing Downwash

Any disturbance in pitch alters the wing's angle of attack and thus the amount of
downwash from the wing. This also changes the angle of attack of the tailplane. The
aerodynamic force produced by the tailplane thus decreases, as does the restoring moment.
To compensate for this, the CG is moved forward to increase the moment arm.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

Directional Static Stability

The static directional stability of the aircraft is its inherent or built-in tendency to
recover from a yaw disturbance and is mainly generated by the fin of the aircraft. For
example, consider a gust of wind that causes the aircraft to yaw to the left.
The yaw angle (ψ) is the displacement of the center-line of the aircraft from some
reference azimuth. A positive yaw angle occurs when the aircraft is shifted to the right of the
reference azimuth. Because of the aircraft's inertia, its proceeds briefly along its original
flight path, and slideslip starts.

The sideslip angle (β) is the displacement of the centre-line of the aircraft from the
relative airflow, rather than any reference azimuth. It is considered positive when the relative
airflow is moved to the right of the centerline of the aircraft. This side lip gives the
symmetrical fin an angle of attack similar to the angle of the side lip. This generates a slight
aerodynamic force, which, when multiplied by the distance from the center of gravity, creates
a powerful moment of recovery and returns the aircraft to its original balance position by
yaw.

Fig. 17: Directional Static Stability

This form of stability is often referred to as the weather-cock stability.

Factors Affecting Static Directional Stability

The vertical fin is the primary source of static directional stability and is extremely
stabilizing up to the stall. By integrating the fin sweepback, the directional stability can be
enhanced by reducing the aspect ratio and increasing the stall angle. The center of the
pressure also shifts backward, thus, increasing the moment of tail yaw.

The inclusion of the dorsal fin, as a forward extension of the fin, helps to postpone
the stall by increasing the surface area located behind the CG and reducing the effective
aspect ratio of the fin, thereby increasing the stall angle of attack.

In comparison to the dorsal fins, the ventral fins are found on the underside of the
tail. They do not affect longitudinal static stability. They have a positive effect on static
directional stability while having a negative effect on static lateral stability.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

Fig. 18: Dorsal and Ventral fins

Lateral Static Stability

The static lateral stability of the aircraft is the inherent or built-in tendency of the
aircraft to recover from roll disturbance. A roll disturbance causes one wing to rise and the
other to drop. The wings naturally dampen the motion in roll, and the aircraft assumes a
banked attitude, as shown in the figure below.

Fig. 19: Lateral Static Stability

In this banked attitude, the lift force is tilted that it is no longer directly opposed the
weight. The two forces resultant causes the aircraft to sideslip in the direction of the dropped
wing. The aircraft also proceeds in the forward direction due to inertia. The sideslip sets the
aircraft in a sideways component of relative airflow. In the case of directional stability, the
built-in design features of the aircraft create a rolling moment that returns the aircraft to its
original wing-level attitude.

One or a combination of the various design features can be used to provide the
required stability characteristics:

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

Wing Dihedral

As the aircraft sideslips, the wing dihedral puts the lower wing at an increased angle
of attack, while the upper wing at a decreased angle of attack.

Fig. 20: Wing Dihedral

The lower wing generates a higher lift than the upper wing, and the difference in lift
between the two wings thus causes a rolling moment that returns the aircraft to its former
balance position. The fuselage can also partially shield the upper wing and further minimize
the amount of lift it develops.

Wing Sweepback

As the aircraft drops sideways, the lower

wing presents more of its span (known as the
effective span) than the upper wing.

The lower wing’s effective chord also

decreases while that of the upper wing increases.
As a result, the lower wing’s aspect ratio is
greater than that of the upper wing and generates
a higher lift. The increased lift creates a rolling
moment, and the aircraft rolls back to its former
balance position.

Fig. 21: Wing Sweepback

High Wing and Low Center of Gravity

As the aircraft sideslips, the

higher wing functions in a similar fashion
to the dihedral wing, with the lower wing
generating a higher lift than the upper
wing. However, the displacement of the
overall lifting force outward to the wing-
tip on the lower wing provides the
needed restoring moment.
Fig. 22: Effect of High Wing and Low Center of Gravity

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

The position of the lifting force creates a rolling moment around the center of gravity
of the aircraft and rolls the aircraft back to its former wing-level state. Therefore, the lower
the center of gravity, the higher the lateral stability characteristics. On specific high-winged
aircraft, the stability is so large that low dihedral or even anhedral wings are fitted to
destabilize the aircraft. This type of recovery is often referred to as the pendulous effect.

High Keel and Low Centre of Gravity

When the aircraft sideslips, its side surfaces that is the fuselage and fin, are
perpendicular to the relative airflow. It follows that the wide surface area above the center of
gravity of the aircraft creates a restoration moment, and the aircraft rolls back to its former
wing-level state.

Fig. 23: High Keel and Low Center of Gravity

The lower the center of gravity, the higher the degree of lateral stability.

Factors Affecting Static Lateral Stability

High-lifting devices and power have a destabilizing effect on static lateral stability by
reducing the dihedral effect. Flap deflection allows the inboard portion of the wing to become
more effective and the center of pressure to shift inboard closer to the longitudinal axis of the
aircraft, decreasing the moment of rolling.

For video illustration about the three axes stability, please watch the link:
https://www.youtube.com/watch?v=uReN2Nd1yuo

Activity # 1
Copy the problem first before answering the following questions on a clean paper.
Please write your name on the top left corner and your course, year level, and the
section below. Write “Activity # 1” at the top center of the paper before the honesty
clause. Write legibly. No erasures or alterations allowed.
Place the honesty clause and your signature at the beginning of your work.
Outputs should be submitted on Google Classroom on
the dates designated by the instructor.

(1) Discuss the importance of stability and the difference of its categories.
(2) Explain the stability and the factors or designs to consider for a training airplane.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

Activity # 2
. Copy the puzzle on a clean paper and complete it by filling the needed words.
Use the list on the next page to help you answer the crossword puzzle.
Please write your name on the top left corner and your course, year level, and the
section below. Write “Activity # 2” at the top center of the paper before the honesty
clause. Write legibly. No erasures or alterations.
Place the honesty clause and your signature at the beginning of your work.
Outputs should be submitted on Google Classroom on
the dates designated by the instructor.

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PHILIPPINE STATE COLLEGE OF AERONAUTICS
INSTITUTE OF ENGINEERING AND TECHNOLOGY
AERONAUTICAL ENGINEERING DEPARTMENT
Learning Module 03: Aircraft Stability

Across
9. Tends to stay in its new attitude when it's disturbed.
11. A lower center of gravity increases the effect of sideways forces (above the center of gravity) in
producing a rolling moment.
14. is positioned aft of the center of gravity to generate pitch down moment.
18. The aircraft movement about the normal axis.
19. The center of gravity is aft of neutral point.
22. Aircraft control at the longitudinal axis.
23. The aircraft movement about the lateral axis.
24. Aircraft Axes intersect at .
28. Means the sum of all forces is zero, and the sum of all moments is zero.
29. A high-wing airplane design has a effect.

Down
1. The capability of an aircraft in a steady flight on the pilot control input.
2. The aircraft is disturbed and goes back to its position without oscillation.
3. A motion that indicates positive static and dynamic stability.
4. The tendency of an airplane to fly a prescribed flight condition.
5. A oscillation means negative dynamic stability.
6. Damped oscillation where the amplitude decreases with time represents static and
dynamic stability.
7. Installed to increased directional stability.
8. Higher stability means higher forces.
10. The the center of gravity, the greater the degree of lateral stability.
12. The of the wing affects lateral stability.
13. Installed to increased directional stability.
15. The center of gravity is forward of the neutral point.
16. The aircraft movement about the longitudinal axis.
17. Aircraft control at the directional axis.
20. Another term for aircraft in equilibrium
21. The effect returns the wings into the equilibrium position when the aircraft banks.
25. A high degree of stability gives controllability.
26. Greater stability means the further the center of gravity is.
27. Aircraft control at the lateral axis.

Rubric for Activity #1

ASPECT EXCELLENT AVERAGE POOR POINTS COMMENTS
The content shows an in- The content failed to
depth understanding by discuss the topics and
The content shows some
providing a coherent and ideas in an accurate and
accuracy and detail
accurate explanation of detailed as possible.
Content explanation of the topics and
the topics and ideas. The content is a repeat
(35%) ideas. Shows somewhat
Shows originality by of the other individual’s
originality of its interpretation.
presenting ideas using its ideas and shows
interpretation. minimal effort.
35 33 30 pts 28 25 22 pts 20 18 15 10 pts
Ideas are placed in an
Ideas are not in an
organized and coherent Ideas are placed in an
organized and coherent
order and organized and coherent order
Development order and provide no
presented effectively but presented with a few valid
of Ideas supporting
by providing valid supporting information and
(35%) information and
supporting information and evidence.
evidence.
evidence.
35 33 30 pts 28 25 22 pts 20 18 15 10 pts
The topics provide valid Points does not make
Develops several points but
Reasoning points by showing strong meaningful or clear
shows few connections among
and Clarity connections among the connections among the
different ideas provided. the different ideas provided. different ideas provided.
(30%)
30 27 25 pts 22 20 18 pts 15 13 10 pts
TOTAL POINTS

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