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<DIV>Bob, this is exactly how I feel. Why not learn to use the sticks?
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<DIV>On the money with P-Factor (not to be confused with K-factor) and GP
also. Slipstream is the key and it could be significantly straightened by doing
something similar to what Nat has done with the Xpress series of models.
Strakes surrounding the CG help reduce the effects. This is a
design feature tha belongs on all pattern models. IMHO</DIV>
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<DIV>MattK</DIV>
<DIV> </DIV>
<DIV> In a message dated 1/27/2005 8:18:27 AM Eastern Standard Time,
bob@toprudder.com writes:</DIV>
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<DIV>Ed,</DIV>
<DIV> </DIV>
<DIV>I am a very firm believer (no one will convince me otherwise) of
<STRONG>exactly</STRONG> what you describe. Slipstream effect is the whole
reason we put right thrust in our engines. It has NOTHING to do with torque,
<A title=http://home.earthlink.net/~x-plane/FAQ-Theory-PFactor.html
href="http://home.earthlink.net/~x-plane/FAQ-Theory-PFactor.html">P-factor</A>,
or <A title=http://www.cybercom.net/~copters/aero/gyro.html
href="http://www.cybercom.net/~copters/aero/gyro.html">gyroscopic
precession</A>.</DIV>
<DIV> </DIV>
<DIV>The issue of transitioning from vertical to horizontal (either to
inverted or upright) is a gyroscopic precession issue. The best way to counter
that is to use lighter weight props turning at lower rpm -- less spinning
mass and less gyroscopic effect.</DIV>
<DIV> </DIV>
<DIV>P-factor only exists at high angle of attacks, which does not happen in a
vertical climb. </DIV>
<DIV> </DIV>
<DIV>Torque tries to roll the plane, and some schools of thought are that, to
counter the torque-induced roll, the left wing has to lift more than the
right, causing more induced drag on the left. While this may be true for a lot
of planes while taking off, this does not apply to pattern planes in a
vertical climb since both wing panels would be fighting the torque
equally.</DIV>
<DIV> </DIV>
<DIV>Gyroscopic precession only occurs when the airplane is moving around its
pitch axis, as when pulling or pushing a corner. It is most noticeable when
the airplane is slow, since there is less aerodynamic stabilizing force
available from the rudder/fin. IMHO, no throttle-rudder mix is going to
correct this. It <STRONG>might</STRONG> be possible to mix elevator to rudder,
and enable/disable the mix based on throttle position.</DIV>
<DIV> </DIV>
<DIV>When I flew a Cap21 in pattern, I had to use left rudder when pulling an
inside corner at the top of square loops. I had to use a TON of right rudder
when pushing a corner, and this was with about 5 degrees of right
thrust.</DIV>
<DIV> </DIV>
<DIV>IMHO, learn to do it with your thumbs. Practice enough and it will become
automatic. Just my 2CW.</DIV>
<DIV> </DIV>
<DIV>Bob R.</DIV>
<DIV><BR><BR><B><I>Edward Skorepa <edsko@xmission.com></I></B>
wrote:</DIV>
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<DIV><FONT face=Arial size=2>I'm confused too. I know, I know I shouldn't
argue with someone like chip but I believe the main reason we're putting
right thrust is an asymmetric vertical fin. On most conventional airplanes
the area above thrust line is much greater then area below. So, the
spiraling slip stream will hit the top portion of the vertical fin
from the left pushing tail to the right thus right thrust. When inverted,
the spiraling slip stream will hit vertical fin from the right because
fin is now on the opposite side and pushes tail to the left. To
straighten the flight path, we need now the left thrust which is already
there. During inverted push ups, why do we need to use left rudder? The
spiraling slip stream misses completely vertical fin and the right (left
when inverted) thrust is causing airplane to yaw left. If you have a big
gasser, turn on smoke, do inverted push up and watch where the smoke goes.
However, Chip's approach of fixing the inverted push ups problem is
quite interesting and I'll try it on my new bird I'm working on right
now.</FONT></DIV>
<DIV><FONT face=Arial
size=2>ed</FONT></DIV></BLOCKQUOTE></FONT></BLOCKQUOTE></DIV>
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