I asked Tony about the aero reference point and the aerodynamic center the
other day. Here is his response:


Tony writes:

The idea of the aerodynamic center is similar to the idea of the center
of gravity.  It is the location on the aircraft through which the total
lift and drag can be said to act, just as the center of gravity is the
point through which the total weight acts.

Each part on the aircraft has its own aerodynamic center.  In the
subsonic regime, the aero center of the wing airfoil section is
generally near the 0.25 chord point. But it moves aft as the aircraft
increases speed into the transonic regime, typically as far back as the
0.5 chord.

OK, now the aero reference point. Think about all the sources of
aerodynamic pitching moment.  The largest of those are the wing and the
horizontal tail.  That due to the tail comes largely from the tail lift
multiplied by the tail moment arm.  But how do we define the tail moment
arm?  The aero center of the wing seems like a natural choice, but
doesn't really work since it moves in flight.  So typically a point on
the wing is arbitrarily chosen to be the moment arm zero or reference
point.  That's the point that I've dubbed the aero reference point. By
convention, that point is typically along the 0.25 chord line on the
wing.  Spanwise, it is typically defined to be at the spanwise location
of the MAC or mean aerodynamic chord.  The MAC is often computed using:
cbar/croot=2/3*(1+lambda+lambda*lambda)/(1+lambda) where lambda is the
wing taper ratio, ctip/croot.  Once this length is computed, the
spanwise location can be found by finding the point on the wing which
has that chord.

In the design phase, this point needs to be chosen early and all CFD and
tunnel data reduced using it.

Jon writes:

I'll write more about the relationship between the FDM and the 3D model
after dinner and after the kids go to bed. Gimme a few hours.

Jon


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