Today's Message Index:
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1. 06:16 AM - Re: thrustline more negative or down. (Peter Cowan)
2. 02:47 PM - Re: thrustline more negative or down. (Richard Pike)
3. 03:36 PM - Re: Re: thrustline more negative or down. (1957grnchev@bluemarble.net)
Message 1
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| Subject: | Re: thrustline more negative or down. |
Re Chics question:
"Will that adversely effect thrust angle and if so, in what
way? Thanks, Chic"
Chic, it is not a case of "adverse" effect.
Giving a pusher engine down thrust increases the nose up force so that less
up elevator is required as you increase power. If that's a good effect for
you as it was for me then it's not adverse, it's beneficial.
I think most Pilots would prefer to have the plane nose up when they
applied power and this is how to do it.
It all depends on what you want.
Peter.
Message 2
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| Subject: | Re: thrustline more negative or down. |
Tomorrow is WUFI - https://www.facebook.com/groups/1663741873840700/permalink/3007887912759416
and as soon as I get done with my part of work day at church, I plan to go fly
and participate.
As part of tomorrow's flight, I plan to have a camera alongside the airplane aimed
at the horizontal stab & elevator.
I am really curious to find out where the elevator is at cruise.
I am thinking that you ought to be able to tell if your engine thrust line is optimal
by how much up or down elevator you have to use while in level flight.
If your thrust angle is correct, then your elevator ought to be inline with the
stab.
To the extent that you have to have either up or down elevator, then your thrust
line needs to be adjusted.
Feedback?
--------
Richard Pike
Kolb MKIII N420P (420ldPoops)
Kingsport, TN 3TN0
Forgiving is tough, being forgiven is wonderful, and God's grace really is amazing.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=503491#503491
Message 3
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| Subject: | Re: thrustline more negative or down. |
Richard..
I thought the tail helped to establish the angle of attack, which
dictates the Co of Lift, which varies with your airspeed. The DC-3 used
a 23015 airfoil which had basically zero pitching moment over it's AoA
range.. but just about every other airfoil has a pitching moment that
varies with the AoA. Add more weight, and your AoA changes then too.
And the tail is compensating for all of that, as it varies. If your
extra HP airplane flies faster, you need less angle of attack to
maintain level flight, which means the nose will be down.. until you
slow it up. Otherwise, you need to remove the wing and change it's
angle relative to the fuse/stabilizer. All of that varies over the
speed, weight, altitude envelope, and the length of gear legs when it
comes to flaring, etc. I could be wrong. If you run your camera, pick
several different cruise speeds. I would expect to see each one
producing different elevator angle. I'd set the trim to 0.. so that it
doesn't affect your notes. Will be interesting to hear of the results.
On 2021-10-08 5:47 pm, Richard Pike wrote:
> <thegreybaron@charter.net>
>
> Tomorrow is WUFI -
> https://www.facebook.com/groups/1663741873840700/permalink/3007887912759416
> and as soon as I get done with my part of work day at church, I plan
> to go fly and participate.
> As part of tomorrow's flight, I plan to have a camera alongside the
> airplane aimed at the horizontal stab & elevator.
> I am really curious to find out where the elevator is at cruise.
> I am thinking that you ought to be able to tell if your engine thrust
> line is optimal by how much up or down elevator you have to use while
> in level flight.
> If your thrust angle is correct, then your elevator ought to be inline
> with the stab.
> To the extent that you have to have either up or down elevator, then
> your thrust line needs to be adjusted.
> Feedback?
>
> --------
> Richard Pike
> Kolb MKIII N420P (420ldPoops)
> Kingsport, TN 3TN0
>
> Forgiving is tough, being forgiven is wonderful, and God's grace
> really is amazing.
>
>
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=503491#503491
>
>
>
>
>
>
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