Hi Mark, my comment in line. Thx
Lots of good reply info there. I look at the whole flight for clues. I did, in fact, use some knowledge bias in my assessment of the rolling in that "most" airplanes have inboard flap area bias.
Let me add another quick camera location comment. Your camera is mounted up high on the fuselage. When I first started making my videos, I had the camera mounted at the juncture between the wing and fuselage which basically puts the camera sitting on the wing. This location is much more "sensitive" to the attitude. This is the camera position of my "Selfie" video and is the best one I made for trimming aspects. I made the elevated camera mount so I could watch the flow visualization tufts. I've got around 40 video flights I've been looking at for various aspects and testing. The videos are an engineering tool for me and I'm just about to begin flying a datalogger with several parameters of interest include control forces and motor command.
I think the "ideal" camera location would be on the center line of the wing looking straight out of the lead out guide. That isn't practical so mounting as close to the wing as possible is desirable. Here's why. The higher the camera is away from the wing the more of an angle it makes with the wingtip which we attempting to use a movement reference. In the ideal situation the camera would always be looking at the shoulder of the pilots flying arm. That would be the locus of reference coordinate axis. As it is currently I still use this or the pilots head to look for variations.
Paul: To show tipweigth issues iin level flight you need a lot of excessive tipweigth I reckon. e.g 1 ounce extra or so..
I don't think it requires that much to be seen with the camera. The method I use is to look at the space between the wing tip and a reference on the pilot to observe any continuous roll, level flight, or dynamic rolling during maneuvers. Having the camera mounted at an elevated position makes this task slightly more difficult. Returning for a more closer look at the level upright / inverted flight, and using a ruler there does appear to be a slight difference upright to inverted but it seems slightly "under weighted" or over rolled. Either way there are some things you can do. The bottom line is with flaps deflected there is a net rolling moment being generated and either solution weight or change in flap area bias should correct it. It doesn't appear warp related as that would create a constant bank error upright to inverted.
Paul: I have the impresion that the worst yaw occurs immediately after turn 3, caused by the severe hinging in the turn. I had to go step by step trough the corner because it happens very quickly
I think maybe there is a slight difference here. What I am suggesting is that yawing is helping to drive the hinging and the oscillations seen post turn is that yaw being returned to its normal static state. Throughout the turn it is clear there is significant yaw occurring. There many reasons beside what drives my conclusion including siting in the cockpit of aerobatic full size airplanes and evaluating the yaw/roll coupling. There are three times the yaw is pumped during this portion of the hourglass, the first being the second corner which the yawing is not yet damped out before entering the third corner where the yaw cycle is moving nose inward when the pitch down is initiated which precipitates a yaw in the same direction as the result of the propeller precession which in turn is causing a roll coupling. Yaw is driving the roll in addition to the baseline rolling seen in previous maneuvers. Roll coupling with yaw is inherent in wings with sweep and or dihedral.
It's clear to me that the first step to improving the baseline rolling from the less aggressive maneuvers.
Topic: Trimming with on board cam aid (Read 938 times)