Was either you lot or Rabe ,. that said ( Or was it R. Smith ) , AFT C.G. reduces FLAP HINGE moment . from c.g. , so there . Reduces ' stick load ' .
as an aside the little 68 inch Mewgulll 8 1/2 + A.R. TWICE in a cutoff loop , fell ion after the air fell off , turning way tight up high . bit of a pig .
The Long Stretched 8:1 green Merco one , was way better . Didnt mind wind . ( Never flew it in turbulent air though . not much . )
way to slow & it was a pig . Correct Airspeed , Like Racing Triangulars on a taut frame . AS a comparison . ( out of 10 . anyway . No Issues on this one .
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asdded . Mightabeen R Powell .
looking at - White Mewgull . Thick wing . rounded L E . Full Span Flaps .
As per ? ? ? ?
Can be a bit like a elevator . C G Forward . nothing much happens but bounce .
C G Aft , flying ' every inch ' its fine . BUT the Air Pushed in tight turns / Slipstream - can CATCH IT . On one wing . ( Hot Air Temp. ) disaster .
The P 38 is a thicker rounder wing than the green M G . flys more like the above . But dosnt get that awful . At All .
Next One'd be 1/2 between it & green M G wing thickness . ( Test Test ) AS , despite slight slack on bellcrank output , it flew pretty supported & straight .
at various fields . DESPITE what ill considered observers might relate . an ANALYSIS of intent Vs input has it near spot on . and 2.25 kilo on old OS 35s tells you whats happening .
As its hardly overpowered .
RIGHT . Flap Force Moment . = as the beeg green mewgull had 1/3 rd flap span , the inverse pitch was 1/3rd of the long ones . thereabouts . Some flights on shitty engine runs -
the center of the wing would ' hold it up ' whilst the outers - ussually inner - wobbled / stalled . AT half airspeed in v hard Sq ppullouts .
Corecct Speed - ' Hammering ' tight sq wingover pullouts , 1/2 were clean . Eased , all . Bar Bobble .
as in , these were ' clean ' as often as not .
Consecutive squares the ' groove ' and lack off ' free fall ' it didnt really occur . At All .
Whereas the ' test ' P - 38 was better here . say 50 % more relaxed / less edgey . TESTING tightest available downhill Sq Exits .
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These a lot of independant anaylsis of High A R ' pitch sensitivity ' as in lift increases dramatically with small incidance increases .
A sharper L E holds the seperation point & a broad radius , it shifts with A.o.A. , forming a lifting section .
So - you could work around it - both ways - as a ' line off development . But id assume broader L E more susceptable to gust disruption IN SPEED / Drag resultant .
The thinkings the P 38s about right . If it were lighter it wouldnt need the excess lift . but w.t.h.
THOUGHT was Mr Adamisin should try chopping his flaps ! .
IF a chap had 1/3rd or 1/2 span interconectable / detachable - from the full span . ( i.e. discconect & lock outer 1/2 off flap , ea side .
ONE could have a direct comparison on a thing or two .
The short M G at full deflection - slow - DEFINATELY act as Air Brakes . The thought airflow deflected = angle opposite tangent at full deflection ( 45 / 50 deg. odd )
D#EFINATELY ' Throw ' the plane upward . Support it . Increase Lift . AT the center - where they are . As thee wing outside that is abit flustered / undecided =
LOOKING at the ' flat plate scenario ' as in . Mega Mushed the uderside is whats holding it up. Rather than airflow over .
https://www.flickr.com/photos/88160313@N03/45947475775/in/photostream/SX288 in ' overshoot ' mode . ( W F O get me UP )
https://www.flickr.com/photos/88160313@N03/45947718575/in/photostream/PS 947 at lowest safe ' full drag ' Power Held .
are fairly illustrative of what Im trying to convey . IF the flaps , on both , continued to the ends off the wing , there might be a problem . In those modes of flight . IF you picture it .
A H A A
Moreover, by increasing the aspect ratio, the critical angle of attack decreases! This is a negative effect, since the aircraft may stall at a lower angle of attack!!
IF you practise . Flying overweight and or underpowered contraptions , 9 at times ) It gives you oppertunity to explore the outsides off the flight envelope . And outside the flight envelope .
As long as you keep the lines tight .
Which conjures further factors regarding control line manouvres . Old Chap .
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Topic: Eclipse MK II Dennis Adamisin (Read 3943 times)