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Make That Whiskey
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Lateral / Transverse Roll ( in the line of the lines . ) ( if they kept going through the outboard tip .)
But will usually induce a Yaw , perhaps . ( hence keeps the lines tight if even upright & inverted. Which is better than going into the tarmac with the wings level , and the lines loose , in Kite Flying Weather ) .
I THOUGHT YOUSE BLOKES went for the assymetric / wider outside FLAP CHORD , so you can run adequate Tip Weight for inertia to keep the lines tight .or more importantly the plane out at the end of them .
Hence the wider flap to prevent the tip flinging unsightlyly . As it ( the Tip ) drops , it usually has greater wake drag , so ya get yaw . In moderation on a yucky profile , it assists line tension .
CONVERSELY if the INNER Tip Drops on Insides ( & raises on outsides ) theres a chance the aeroplane will go for your teeth , or suchlike . As In ' Swing In At Ya ; . WOT .
Thus hinging is lateral roll OUT , droping ( downward / outward ) The Outer wing tip .
Is It Not .
Oversize prop on the P-51 ( 13 x 6 Zinger ) had presumeably the ' P ' effect , causing it ( the linetension too ) to go V Light on INSIDES . Atrociously . Step back and the like . Fine on outsides .
SO if the hinging ISNT the same but opposite , on insides and outsides , it'd suggest that tip Wt isnt the only place to look .
Though Id Think , with a ' strong switch ' if consistant the moment the nose turns , overproping WOULD get ' roll . , but it'd be left tip DOWN , insides .
The stupid profile twins , usually good to excellent , on a bad day however - can try'n get ya . Haircut - prop in the teeth n that . With NO Trim alteration between ,
Some days the inner wing'll go way low , running outer only . Some Days rounds & wingovers are fine on the outer .
Which suggests heavy planes are more sussceptable to climatic influance on trim / flight .
Wheres a aerodynamically clean ship such as a S V or Mr Fanchers will tend a lot less to divergance . Thus are too easy .
Plank Wing suckers tend to ' hook a tip ' , where the disturbed airflow can cause drag - loss of lift - yaw - roll - & hair standing on end for the pilot .
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Generally if one is being specific , one should say what flavour of aeroplane ( Design . airplane ) WEIGHt , Flying Site Altitude - barometer - winter - summer - if theres any ' lift in the air ' .
The pioneers flew at dawn or dusk , not to avoid thermals - but to get smooth air . its generally not as hot then thus DENSER too , better LIFT .
Whereas hot thin air the situation being more demanding , trim / out of trim issues are likely more evident .
ALSO your flaps . If ones much harder or softer than the other - you get that sort of thing .
The old Magnum wing Genisis hand me down - with way soft timber untissued flaps , that keep twisting in the sun , and Im wondring now if are 3/16 ( In other words they ( too
) NEED REPLACING .
Some people get horrified if you grasp an aerplane and twist and wrench extremities and pieces. Such as CONTROLS . ( of which flaps are a component ) But TESTING there Ridgidity ,
Or mor correctly to see they DONT missalign under what one would forsee as reasonable forces . Which get a bit unreasonable when its blowing like stink .
The FOLKERTS John , was concieved around 76 for flying in ' We Sometimes get 40 Knots ' . where you have to drive it onto the deck so its downwind stopped , as its gonna go DOWNWIND if it isnt going .
Its been flown in 30 Knots ( full Schedule ) ditto regularly in 20 + ( 15 to 25 ) at Whangaporoa ( when they were cancelling the Americas Cup as Too Windy . The Drivers. The Boats would desintegrate .
Topic: Hinging explained (Read 1865 times)