How Does the Dihedral Effect Work in Aircraft? 

That is literally the best compliment!

Shut it bucko

Cheese 🦦

Happy i could help! I'm often the same way!

Actually the reason it has a higher vertical component is because of the side slip. The dihedral angle makes it so one wing has a higher angle of attack than the other when the aircraft is side-slipping.

@@Benjijart okay, i visualized it and now i seem to get this. Thank you for clarifying. I also wanted to ask, if the center of mass of the aircraft is in front of the wing, the dihedral must also act as a vertical stabilizer? Though it wouldn't provide a lot of stability.

@@MrPilotStunts yeah that’s true

@@Benjijart thank you a lot!

you are correct that the pressure exerted over the fuselage during slip will induce a moment and in a high-wing where the center of gravity is above the center of pressure this will contribute more to the bank but anhedral is not used as a countermeasure against this. In the case you're describing anhedral would actually present the same amount if not more area to the oncoming slip wind that is below the center of gravity therefore contributing even more to the roll and, in fact, making the aircraft more unstable in the spiral mode. The wing does blank out the fuselage from the slip wind... but that wind which hits the wing still exerts a moment on the aircraft.

@@Benjijart The inside wing, in a slip, with a high wing design will accumulate high air pressure in the crux of the wing root and fuselage. This pressure is enough to lift the wing restoring the roll to level. The anhedral wing tip of the outside wing is low, but because of the high wing configuration, is blanked out by the fuselage and receives no slip air, no extra air pressure or lift. the anhedral is also not extreme enough to present the inside wing tip (i.e. left wing in a left roll) a negative angle of attack to the relative wind, but close to or at neutral in the worst case. I've heard it explained a little more elegantly than this but here's a video doing a pretty good job of explaining the concept. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-I8iLR2xRNKY.html

@@blackbirdpie217 the video does not corroborate your explanation. the narrator says anhedral is used to offset the inherent stability of high wings. the pressure built in the "crux" is a feature of all high wings that can lead to an undesirably high amount of stability so anhedral is implemented to make the aircraft maneuverable in the roll axis to the degree that is targeted by the the designers.

The lowered wing actually does have a greater aoa relative to the raised one even by your definition. Your explanation about surface area is kind of another way to look at it although the raised wing has a similar amount of exposed surface area the relative wind strikes it on the top surface of the wing instead of the bottom. It's all quite hard to visualize which is why I made the video.

@@Benjijart the chord line of both wings are at the same angle to the relative wind. The AOA will never be different on any wing unless aircraft manufacturers come out with wings that would somehow twist inversely from each other

​@@bulamoves2987 The wings do not need to physically be at different angles of incidence to have different angles of attack. They are experiencing a different angle of attack because of the slip condition and the dihedral angle of the wings. During the slip, a component of the relative wind pushes on the bottom surface of the lowered wing while pushing on the top surface of the raised wing. You can see this at 1:10. Of course most of the relative wind, is coming head-on hence the drawing at 1:16. Without a different AOA there would be no difference in lift between the wings and therefore no net torque on the aircraft around its roll axis.

@@Benjijart i completely understand what you are saying. Just referring to the definition of relative wind does not equate to your examples. You are absolutely right on the concept but the terms you are describing on relative wind i believe is not correct. If i am wrong, PLEASE refer me to a certified book

​@@bulamoves2987 Relative wind is just the oncoming flow of air. The slip adds a sideward component to the relative wind. If the wings have a dihedral, the relative wind will hit each wing with a different angle causing a different angle of attack and thus a different lift. Here's a NASA paper, refer to page #134 practicalaero.com/wp-content/uploads/2010/04/NASA-SP-367.pdf

Not with side slip

this video should should have begun with a discussion of pendulum effect. which is another principle that is Not well-understood, by most people/explainers. d googletranslate

@@daviddavids2884 there is no pendulum effect, although it is sometimes falsely used as an explanation for lateral stability.

Here's an easy way to visualize this. Make a basic paper airplane. (Extremely basic, it doesn't even have to be able to fly. The simpler, the better. Just fold a piece of paper once). Give it a ridiculous amount of dihedral, like 45 degrees up. Now, look at it from the front. What your eyes see, is what the air flow sees. Hold it at a positive AOA so you see some of the bottom of the wings. Equally, since you're looking at exactly from the front. Now, turn it sideways a little. You'll see a lot more of the bottom of the nearer wing, than you will the farther. This is the higher AOA of the nearer wing because of dihedral.

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