Return-Path: Received: from [24.25.9.101] (HELO ms-smtp-02-eri0.southeast.rr.com) by logan.com (CommuniGate Pro SMTP 4.2b2) with ESMTP id 3204010 for flyrotary@lancaironline.net; Mon, 03 May 2004 15:10:21 -0400 Received: from EDWARD (clt25-78-058.carolina.rr.com [24.25.78.58]) by ms-smtp-02-eri0.southeast.rr.com (8.12.10/8.12.7) with SMTP id i43JAIkG026386 for ; Mon, 3 May 2004 15:10:19 -0400 (EDT) Message-ID: <002301c43142$4acf7910$2402a8c0@EDWARD> From: "Ed Anderson" To: "Rotary motors in aircraft" References: Subject: Tail Wing Incident Date: Mon, 3 May 2004 15:10:26 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0020_01C43120.C38BCC90" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1409 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2800.1409 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_0020_01C43120.C38BCC90 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable -----=20 From: Tracy Crook=20 To: Rotary motors in aircraft=20 Sent: Monday, May 03, 2004 2:42 PM Subject: [FlyRotary] Re: Injector testing I probably am overpropped at static and low speed. I told Clark = Lydick to build me a speed prop. I figured that being overpropped on = take-off doesnt matter if you have lots of HP and can get off the ground = in 1200 ft and climb like a banshee anyway. I'll be sending the prop = back for adjustment once I get solid numbers, but I don't think I'll = want him to cut it back much. john Slade=20 What sort of top speed, and cruise speed do you expect? What would = be common for an O-360 powered plane?=20 Cheers, Rusty (wishing the RV airfoil wasn't so draggy over 220 mph) I used to think the same thing (draggy airfoil) but I think the = problem with RVs over 220 is related to wing / tail / fuselage = incidence. At 220 I get the visual impression that I am in a dive = during level flight. The early Citation jets used the same airfoil as the lowly RV. Tracy Tracy,=20 As you known, the airflow over the horizontal tail is such as to = exert down force on the tail (Nose up) to overcome the forward pitching = movement of the CL of the wing airfoil. I suspect that at the higher = airspeeds the airflow over the wing could be changed sufficiently that = the tail surface might be providing less downforce (nose up ) than = required. In otherwords the downforce on the horizontal stab is = sufficiently lessened that the nose lowers until the horizontal stab = finds a new equilibrium point at your higher airspeed. As nose goes = down, more of the upper surface of the horiz stab is exposed to the = airflow causing more down force/nose up until the new equilibrium is = reached. Just a thought. Ed ------=_NextPart_000_0020_01C43120.C38BCC90 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
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From:=20 Tracy = Crook
Sent: Monday, May 03, 2004 2:42 = PM
Subject: [FlyRotary] Re: = Injector=20 testing

 
I = probably am=20 overpropped at static and low speed.  I told Clark Lydick to = build me a=20 speed prop. I figured that being overpropped on take-off doesnt = matter if=20 you have lots of HP and can get off the ground in 1200 ft and climb = like a=20 banshee anyway. I'll be sending the prop back for adjustment once I = get=20 solid numbers, but I don't think I'll want him to cut it back=20 much.
john = Slade 
 
What sort of top speed, = and cruise=20 speed do you expect?  What would be common for = an O-360=20 powered = plane? 
 
Cheers,
Rusty (wishing the RV = airfoil wasn't=20 so draggy over 220=20 mph)
 
I used to think the same thing (draggy=20 airfoil)  but I think the problem with RVs over 220 is related = to wing=20 / tail / fuselage incidence.   At 220 I get the=20 visual impression that I am in a dive during level=20 flight.
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The early Citation jets used the same = airfoil as=20 the lowly RV.
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Tracy
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Tracy,=20
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   As you known, the airflow = over the=20 horizontal tail is such as to exert down force on the tail (Nose up) = to=20 overcome the forward pitching movement of the CL of the wing = airfoil. =20 I suspect that at the higher airspeeds the airflow over the wing = could be=20 changed sufficiently that the tail surface might be = providing less=20 downforce (nose up ) than required.    In otherwords = the=20 downforce on the horizontal stab  is sufficiently lessened that = the=20 nose lowers until the horizontal stab finds a new equilibrium point = at your=20 higher airspeed.  As nose goes down, more of the upper surface = of the=20 horiz stab is exposed to the airflow causing more down force/nose up = until=20 the new equilibrium is reached.  Just a=20 thought.
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Ed
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