Introduction to

Glider Flight
Afghan Puteh

Part 2
LIST OF CONTAINS
WINGS
FORCE OF FLIGHT
PARASITIC DRAG
INDUCED DRAG
TOTAL DRAG
Afghan Puteh GLIDER WINGS PLANFORM
GLIDE RATIO & MINIMUM SINK SPEED
GLIDE RATIO & BEST GLIDE SPEED
Afghanistan, 17 Agustus 1967
WINGS ASPEC RATIO
GLIDER THREE AXIS OF ROTATION
1st Glider Flight: 1983 – SGU 2-22B GLIDER STABILITY
LONGITUDINAL STABILITY
1st Glider Solo: 1983 – SGS 1-26E LATERAL STABILITY
LOAD FACTOR
TURNING FLIGHT
COORDINATED - SLIP - SKID
SPIN
GROUND EFFECT
 WINGS
WING PLACEMENT

High Wing Mid Wing Low Wing

STRAIGHT - DIHEDRAL - ANHEDRAL

- -
+ +

AIRFOIL
Straight Wing Dihedral Wing Anhedral Wing

WING PLANFORMS
A wing is a type of fin that produces lift while moving through air or some other fluid.
Accordingly, wings have streamlined cross-sections that are subject to aerodynamic
forces and act as airfoils. A wing's aerodynamic efficiency is expressed as its lift-to-drag
ratio. The lift a wing generates at a given speed and angle of attack can be one to two
orders of magnitude greater than the total drag on the wing. A high lift-to-drag ratio
requires a significantly smaller thrust to propel the wings through the air at sufficient lift.
Rectangle Tapered Elliptical Delta
FORCE OF FLIGHT
LIFT

Lift opposes the downward force of weight (gravity) and is produced by the dynamic effects of the
surrounding airstream acting on the wing. Lift acts perpendicular to the flightpath through the wing’s
center of lift. There is a mathematical relationship between lift, angle of attack (AOA), airspeed, altitude,
and the size of the wing. In the lift equation, these factors correspond to the coefficient of lift, velocity, air
density, and wing surface area. These relationships are expressed in LEFT ILUSTRATION

DRAG

PARASITIC Parasite drag is the resistance offered by the air to anything moving through it

which is the result of the aerodynamic resistance to motion due to the

FORM
shape of the aircraft
which is due to the smoothness or roughness of the surfaces of the
SKIN
aircraft

INTERFERENCE which may occur where surfaces with different characteristics meet
(e.g. wing and fuselage)

INDUCE which is a secondary effect of the production of lift

which comes into play when shock waves are developed close to the surface of the
WAVE
aircraft in transonic and supersonic flight
 PARASITIC DRAG
FORM DRAG INTERFERENCE DRAG
Form drag arises Drag caused by flow
because of the shape interference at the Interference Drag Interference Drag
of the object wing/fuselage,
Form drag depends on wing/nacelle, and other
the longitudinal section such junctions. This
of the body. A prudent interference leads to
choice of body profile the modification of
is essential for a low boundary layers and
drag coefficient or creates a greater Interference Drag
streamline pressure difference
between the fore-and-
SKIN FRICTION DRAG aft areas on the
Skin friction arises Smooth Surface vs. Rough Surface
surfaces concerned.
from the interaction This, in turn, leads to
between the fluid and greater total drag.
the skin of the body Fairings or additional Fairings
Smooth Surface = Small Friction
The force required to fillets are used to to Reduce Interference Drag
drag an "attached" streamline these
layer of air with the intersections and
body is called skin decrease interference Sharp Angle Increase Interference Drag
friction drag Rough Surface = Increase Friction
drag.
 INDUCED DRAG
INDUCE DRAG

Induced drag is that part of total drag created by

the production of lift, occurring only when lift is
being developed. The more energy the glider
requires to Fly, the greater the required rate of
descent is to supply sufficient energy to convert
into thrust
 TOTAL DRAG
TOTAL DRAG
Total drag on a glider is the
sum of parasite and induced
drag. The total drag curve
represents these combined
forces and is plotted against
airspeed.

L/DMAX is the point at which the

lift-to-drag ratio is greatest. At
this speed, the total lift capacity
of the glider, when compared to
the total drag of the glider, is
most favorable. In calm air, this
is the airspeed used to obtain
maximum glide distance.
 GLIDER WINGS PLANFORM
ELLIPTICAL WINGS The shape, or planform, of the wings also has an effect on the amount of lift and
An elliptical wing is a wing planform shape that minimizes induced drag. Elliptical taper
shortens the chord near the wingtips in such a way that all parts of the wing experience drag produced. The four most common wing planforms used on gliders are
equivalent downwash. This wing design is difficult and costly to manufacture because of the
compound curves in its design. The elliptical wing is more efficient in terms of LD, but the
elliptical, rectangular, tapered, and swept forward.
wing’s uniform lift distribution causes the entire span of the wing to stall simultaneously,
potentially causing loss of control with little warning. Elliptical Wing
Tapered Wing
RECTANGULAR WING
Induced drag
The rectangular wing is similar in efficiency to the elliptical wing, but is much easier to build. minimized due to Most common
Rectangular wings have very gentle stall characteristics with a warning buffet prior to stall, shortened chord at
and are easier to manufacture than elliptical wings. One drawback to this wing design is that
wingtip & Uniform lift Less drag and
rectangular wings create more induced drag than an elliptical wing of comparable size.
distribution higher speeds than
TAPPERED WING rectangular wing
The tapered wing is the planform found most frequently on gliders. Assuming equal wing area,
the tapered wing produces less drag than the rectangular wing, because there is less area at Rectangular Wing
the tip of the tapered wing. If speed is the primary consideration, a tapered wing is more
desirable than a rectangular wing, Efficiency similar to the
Swept-Forward Wing
SWEPT-FORWARD WING elliptical wing however has
A swept-forward planform is a wing conjuration in which the quarter-chord line of the wing has more induce drag
Increase maneuverability due to
a forward sweep. Swept-forward wings are used to allow the lifting area of the wing to move forward wing lifting area
forward, while keeping the mounting point aft of the cockpit. This wing conjuration is used on Simple to build
some tandem two-seat gliders to allow for a small change in center of gravity (CG) with the
rear seat occupied, or while flying solo. This type of planform design gives the glider increased
maneuverability due to air flow from wing tip to wing root, preventing a stall of the wing tips
and ailerons at high angles of attack. Instead, the stall occurs in the region of the wing root.
 GLIDE RATIO & MINIMUM SINK SPEED
Gliding Ratio & Gliding Range determines by Lift/drag. Glide ratio is based only on the relationship of the aerodynamics forces, aircraft weight
will not affect it. The heavier the aircraft is, the higher the airspeed must be to obtain the same glide ratio. If two aircraft have the same L/D
ratio but different weights and start a glide from the same altitude, the heavier aircraft gliding at a higher airspeed will arrive at the same
touchdown point in a shorter time. Both aircraft will cover the same distance but the lighter one will take a longer time to do so.

GLIDE RATIO FOR MINIMUM SINK SPEED GLIDE RATIO FOR ANY GIVEN AIRSPEED
Glide ratio is the number
of feet a glider travels
horizontally in still air for
every foot of altitude lost. Glide Ratio at any given
If a glider has a 50:1 glide Airspeed can be
ratio, then it travels 50 feet calculated as below:
for every foot of altitude 𝐴𝑖𝑟𝑠𝑝𝑒𝑒𝑑
lost. 𝐺𝑙𝑖𝑑𝑒 𝑅𝑎𝑡𝑖𝑜 = :1
𝑆𝑖𝑛𝑘 𝑅𝑎𝑡𝑒
𝑳𝒊𝒇𝒕
𝑮𝒍𝒊𝒅𝒆 𝑹𝒂𝒕𝒊𝒐 = :𝟏 75
𝑫𝒓𝒂𝒈 𝐺𝑙𝑖𝑑𝑒 𝑅𝑎𝑡𝑖𝑜 = :1
3.4
Minimum Sink rate at 𝑮𝒍𝒊𝒅𝒆 𝑹𝒂𝒕𝒊𝒐 = 𝟐𝟐. 𝟏
minimum Airspeed =
GLIDE SPEED

Minimum Sink Glide Ratio

= 35.1
 GLIDE RATIO & BEST GLIDE SPEED
The best glide speed is the airspeed at which, in still air, the glider achieves its best glide ratio. It is also known as the best lift/drag (L/D)
speed. This can be determined from the polar by drawing a line from the origin that is tangential to the curve (e.g., just touching). The point of
contact is the best glide speed; the glide ratio at this speed can be calculated as previously described. In still air, the glider should be own at
this speed to get from A to B with minimum height loss.

GLIDE RATIO FOR BEST L/D = BEST GLIDE SPEED GLIDE RATIO FOR BEST L/D WITH WATER BALAST = BEST GLIDE SPEED
Increasing the mass of a
glider by adding water ballast,
for example, shifts the glide
The best glide speed is the
polar down and to the right.
airspeed at which, in still air,
The minimum sink rate is
the glider achieves its best
therefore increased, the extra
glide ratio. It is also known as
weight makes it harder to
the best lift/drag (L/D) speed
climb in thermals. However,
the best glide ratio remains
The Calculation can be seen in
approximately the same, but
the POLAR GRAPH with the
now occurs at a higher
Tangent Line to the peek of the
airspeed. Therefore, if the
graph from 0
thermals are strong enough to
compensate for the poor climb
BEST L/D at 38.1 Glide Ratio
performance, then water
Sink Rate = -1.6 – Airspeed
ballast allows a faster inter-
= 62 knots
thermal cruise. This results in
greater distances being
traveled per time interval.
 WINGS ASPEC RATIO
ASPECT RATIO
The aspect ratio is another factor that affects the lift and drag
created by a wing. Aspect ratio is determined by dividing the
wingspan (from wingtip to wingtip), by the average wing
chord.
Glider wings have a high aspect ratio, as shown in Figure.
High aspect ratio wings produce a comparably high amount
of lift at low angles of attack with less induced drag.
WEIGHT
Weight is the third force that acts on a glider in flight. Weight
opposes lift and acts vertically through the CG of the glider.
Gravitational pull provides the force necessary to move a
glider through the air since a portion of the weight vector of
a glider is directed forward.
THRUST
Thrust is the forward force that propels a self-launching
glider through the air. Self-launching gliders have engine-
driven propellers that provide this thrust. Unpowered gliders
have an outside force, such as a tow plane, winch, or
automobile, to launch the glider. Airborne gliders obtain
thrust from conversion of potential energy to kinetic energy.
 GLIDER THREE AXIS OF ROTATION
PITCH – LATERAL AXIS The Glider is maneuvered around three axes of rotation: yaw (vertical), lateral, and
longitudinal. They rotate around one central point in the glider called the CG (Center of
The lateral axis is a line drawn from nose to tail of the glider
through the CG. Gravity). This point is the center of the glider’s total weight and varies with the loading of
PITCH is movement around the Lateral axis, Pulling the stick the glider.
back or pushing it forward, raising or lowering the nose.
Center of Gravity = is the point at which the total force of gravity is considered to act at
ROLL – LONGITUDINAL AXIS the glider
The Longitudinal axis is a line drawn from each of wing tip
through the CG.
ROLL is movement around Longitudinal axis, Moving the
ailerons left or right to bank moves the glider.

YAW – VERTICAL AXIS

The Vertical axis is a line drawn vertically through the CG,

YAW is movement around the vertical axis, Moving the rudder
left or right causes the glider to yaw the nose to the left or
right.
 GLIDER STABILITY
STATIC STABILITY The flightpaths and attitudes in which a glider can fly are limited only by the aerodynamic
The three types of Static Stability are Positive, Negative, and characteristics, its propulsive system, and its structural strength. These limitations
Neutral. indicate the maximum performance and maneuverability of the glider. If the glider is to
• Neutral static stability have neither the tendency to
return to equilibrium nor the tendency to continue
provide maximum utility, it must be safely controllable to the full extent of these limits
displacement. without exceeding the pilot’s strength or requiring exceptional flying ability.
• Positive static stability, a glider tends to return to
equilibrium.
• Negative static stability displays a tendency to increase
its displacement.

DYNAMIC STABILITY
Dynamic stability describes the manner in which a glider
oscillates when responding to static stability:
• Neutral Dynamic stability experiences oscillations,
which remain at the same amplitude without increasing
or decreasing over time.
• Positive Dynamic and static stability reduces its
oscillations with time
• Negative Dynamic stability is the opposite situation; its
oscillations increase in amplitude with time
 LONGITUDINAL STABILITY
LONGITUDINAL STABILITY A glider is in equilibrium when all of its forces are in balance. Stability is defined as the
Critical factor to the longitudinal stability of a glider is its glider’s ability to maintain a uniform flight condition and return to that condition after
loading in relation to the CG. The CG of the glider is the point being disturbed. Often during flight, gliders encounter equilibrium-changing pitch
at which the total force of gravity is considered to act
disturbances. These can occur in the form of vertical gusts, a sudden shift in CG, or
If the glider is improperly loaded so it exceeds the aft CG deflection of the controls by the pilot. For example, a stable glider would display a
limit, it loses longitudinal stability. As airspeed decreases, tendency to return to equilibrium after encountering a force that causes the nose to pitch
the nose of a glider rises. To recover, control inputs must be up.
applied to force the nose down to return to a level flight
attitude.
 LATERAL STABILITY
LATERAL STABILITY
Another type of stability that describes the glider’s tendency to return to wings-level flight
following a displacement is lateral stability. When a glider is rolled into a bank, it has a tendency
to sideslip in the direction of the bank. For example, due to a gust of wind, the glider wing is lifted
and the glider starts to roll. The angle of attack on the downward going wing is increased
because the wing is moving down and now the air is moving up past it. This causes the lift on this
wing to increase. On the upward going wing, the opposite is occurring. The angle of attack is
reduced because the wing is moving up and the air is moving down past it. Lift on this wing is
therefore reduced. This does produce a counter torque that damps out the rolling motion, but
does not roll the glider back to wings level as the effect stops when the glider stops.
To obtain lateral stability, dihedral is designed into the wings.
Dihedral is the upward angle of the wings from a horizontal (front/rear view) axis of the plane. As
a glider flies along and encounters turbulence, the dihedral provides positive lateral stability by
providing more lift for the lower wing and reducing the lift on the raised wing.

A1
A1 A2
A2
 LOAD FACTOR
LOAD FACTOR G FORCE (GRAVITY FORCE)
A load factor is the ratio of the total air load acting on the glider to the Gravity acting alone does not produce a g-force, even though g-forces are expressed in multiples of
gross weight of the glider. A glider in flight with a load factor of one the free-fall acceleration of standard gravity. Thus, the standard gravitational force at the Earth's
does not mean the glider is accelerating; it means the lift on the surface produces g-force only indirectly, as a result of resistance to it by mechanical forces. It is
aircraft is the same as in straight-and-level flight. Load factor may be these mechanical forces that actually produce the g-force on a mass
positive or negative, dependent on the current flightpath. Any force
applied to a glider to deflect its flight from a straight line produces a
stress on its structure; the amount of this force is called load factor.

Load factor is defined as the ratio of the load supported by the glider’s
wings to the actual weight of the aircraft and its contents. A glider in
stabilized, wings-level flight has a load factor of one

LOAD FACTOR à G FORCE

The most common way to increase the load factor on a glider is to put it
into a bank. But that’s not the only way. Sudden maneuvers also
increase or even decrease load factor. Image flying along, and the pilot
jerks the controls back suddenly. Feels pressed down in to seats as the
load factor increases. Similarly, if you suddenly push the stick forward,
the load is suddenly and dramatically reduced. When load factor drops
below 1 G, things feel weightless, if only temporarily.
 TURNING FLIGHT
TURNING FLIGHT
Before a glider turns, it must first overcome inertia, or its tendency to continue in a straight line. A pilot creates the necessary
turning force by using the ailerons to bank the glider so that the direction of total lift is inclined. This divides the force of lift into
two components; one component acts vertically to oppose weight, while the other acts horizontally to oppose centrifugal force.
The latter is the horizontal component of lift.
 COORDINATED – SLIP -SKID
TURN PERFORMANCE
A coordinated turn means you are keeping the tail lined up with the nose in the
airstream. If you are uncoordinated, you are flying sideways in the airstream to some
degree or another; the side of the fuselage is being presented to the airflow.
The purpose of coordinated flight, is to keep the axis of the airplane smoothly aligned
with the direction of motion. The airflow will be past the cabin of the airplane and not
into it on one side or the other. That minimizes drag and maximizes lift.

SLIP – SKID
Slipping is when the nose of the airplane is outside of
the turn while the tail of the aircraft is inside the turn.
In this situation the angle of bank is too great for the
rate of the turn. à To Much Aileron

Skidding is when the rate of turn is too great for the

bank angle. The nose is inside of the turn, while the
tail is outside of the turn. à To Much Rudder

To correct both of the turn:

- Turn and Ball Indicator = Kick the ball
- Yaw String Indicator = Kick the point
 SPIN
SPIN
Spins normally occur when a glider is flown in an uncoordinated
manner at lower airspeeds, coordinated use of the flight controls is
important.
Spins rotate in the direction of the rudder being applied, regardless
of the raised wing.

SPIN CATEGORIES
ERECT SPIN, which is characterized by a slightly nose-down rolling
and yawing motion in the same direction.
INVERTED SPIN, involves the aircraft spinning upside down with the
yaw and roll occurring in opposite directions.
FLAT SPIN, the glider yaws around the vertical axis at a pitch
attitude nearly level with the horizon. A flat spin often has a very
high rate of rotation; the recovery is difficult, and sometimes
impossible.
 GROUND EFFECT
GROUND EFFECT

Ground effect is a phenomenon in which an airplane’s lift is

increased and its drag is decreased due to the airplane’s wings
being close to the ground. When landing, an airplane will get closer
to the ground. The air and pressure distortions between the
airplane’s wings and the ground will then create additional lift. At
the same time, it will reduce the airplane’s drag.

DURING FLIGHT
During flight, the downwash of the airstream causes the relative wind to be inclined downward in the
vicinity of the wing. This is called the average relative wind. The angle between the free airstream relative
wind and the average relative wind is the induced AOA. In effect, the greater the downward deflection of
the airstream, the higher the induced AOA and the higher the induced drag.
DURING TAKEOFF & LANDING
During takeoff and landing, the ground alters the three- dimensional air ow pattern around the glider. The
result is a decrease in downwash and a reduction in wingtip vortices. Upwash and downwash refer to the
effect an airfoil has on the free airstream. Upwash is the deflection of the oncoming airstream upward
and over the wing. Downwash is the downward deflection of the airstream as it passes over the wing and
past the trailing edge.
TERIMA KASIH