point. If they had to mount the wings too far forward, and at right angles to the fuselage, the center of pressure would not be far enough to the rear to result in the desired amount of longitudinal stability. By building sweepback into the wings, however, the designers can move the center of pressure toward the rear. The amount of sweepback and the position of the wings then place the center of pressure in the correct location. 

When turbulence or rudder application causes the aircraft to yaw to one side, the opposite wing presents a longer leading edge perpendicular to the relative airflow. The airspeed of the forward wing increases and it acquires more drag than the back wing. The additional drag on the forward wing pulls the wing back, turning the aircraft back to its original path. 

The contribution of the wing to static directional stability is usually small. The swept wing provides a stable contribution depending on the amount of sweepback, but the contribution is relatively small when compared with other components. 

## Free Directional Oscillations (Dutch Roll) 

Dutch roll is a coupled lateral/directional oscillation that is usually dynamically stable but is unsafe in an aircraft because of the oscillatory nature. The damping of the oscillatory mode may be weak or strong depending on the properties of the particular aircraft. 

If the aircraft has a right wing pushed down, the positive sideslip angle corrects the wing laterally before the nose is realigned with the relative wind. As the wing corrects the position, a lateral directional oscillation can occur resulting in the nose of the aircraft making a figure eight on the horizon as a result of two oscillations (roll and yaw), which, although of about the same magnitude, are out of phase with each other. 

In most modern aircraft, except high-speed swept wing designs, these free directional oscillations usually die out automatically in very few cycles unless the air continues to be gusty or turbulent. Those aircraft with continuing Dutch roll tendencies are usually equipped with gyro-stabilized yaw dampers. Manufacturers try to reach a midpoint between too much and too little directional stability. Because it is more desirable for the aircraft to have “spiral instability” than Dutch roll tendencies, most aircraft are designed with that characteristic. 

## Spiral Instability 

Spiral instability exists when the static directional stability of the aircraft is very strong as compared to the effect of its dihedral in maintaining lateral equilibrium. When the lateral equilibrium of the aircraft is disturbed by a gust of air and a sideslip is introduced, the strong directional stability tends to yaw the nose into the resultant relative wind while the 

comparatively weak dihedral lags in restoring the lateral balance. Due to this yaw, the wing on the outside of the turning moment travels forward faster than the inside wing and, as a consequence, its lift becomes greater. This produces an overbanking tendency which, if not corrected by the pilot, results in the bank angle becoming steeper and steeper. At the same time, the strong directional stability that yaws the aircraft into the relative wind is actually forcing the nose to a lower pitch attitude. A slow downward spiral begins which, if not counteracted by the pilot, gradually increases into a steep spiral dive. Usually the rate of divergence in the spiral motion is so gradual the pilot can control the tendency without any difficulty. 

Many aircraft are affected to some degree by this characteristic, although they may be inherently stable in all other normal parameters. This tendency explains why an aircraft cannot be flown “hands off” indefinitely. 

Much research has gone into the development of control devices (wing leveler) to correct or eliminate this instability. The pilot must be careful in application of recovery controls during advanced stages of this spiral condition or excessive loads may be imposed on the structure. Improper recovery from spiral instability leading to inflight structural failures has probably contributed to more fatalities in general aviation aircraft than any other factor. Since the airspeed in the spiral condition builds up rapidly, the application of back elevator force to reduce this speed and to pull the nose up only “tightens the turn,” increasing the load factor. The results of the prolonged uncontrolled spiral are inflight structural failure, crashing into the ground, or both. Common recorded causes for pilots who get into this situation are loss of horizon reference, inability to control the aircraft by reference to instruments, or a combination of both. 

## Effect of Wing Planform 

Understanding the effects of different wing planforms is important when learning about wing performance and airplane flight characteristics. A planform is the shape of the wing as viewed from directly above and deals with airflow in three dimensions. Aspect ratio, taper ratio, and sweepback are factors in planform design that are very important to the overall aerodynamic characteristic of a wing. [Figure 5-33] 

Aspect ratio is the ratio of wing span to wing chord. Taper ratio can be either in planform or thickness, or both. In its simplest terms, it is a decrease from wing root to wingtip in wing chord or wing thickness. Sweepback is the rearward slant of a wing, horizontal tail, or other airfoil surface. 

There are two general means by which the designer can change the planform of a wing and both will affect the 

