Straga: Also wondering if you have ever done power off and power on stalls in a twin. And noted the difference in stall speeds? Haven't done the calcs but curious how much speed difference in a light twin.
I have done stalls lately in a King Air 200 twin turbo prop 12,500 gross wieght, my books are out in the truck right now, so to get the exact stall number but give me time I will get them for you. The big difference in stalls is in the power on stalls you will have a higher angle of attack. With full power, its stalls about 47 degrees nose up and I think at about 79 kts but let me check for shure. Power off we hold a set altitude bleed the power off maintaining altitude and its stall about 64 kts. Then applie full power a lot of rudder and still hold the pitch angle and blow the stall off with full power prop wash. Its is a instant stall recovery.
Ok guys there are two types of planes generaly single and multi-engine. Now in a single engine the prop sits in the roll axis or logitudnal center line. So the plane has been built to counter torque roll efects by increasing the angle of incidence of the left wing and the vertical stabilizer, its angle of incidence is set to the left of center line to also counters torque effect and prop slipstream. So at cruise aileron is really not used to counter torque roll effects at max cruise speed. Rudder can be applied to counter torque roll better then aileron because of averse yaw do to the aileron. There is more drag on the airframe with aileron adverse yaw so more rudder is nesissary to counter the adverse yaw but also torque roll.
At a slow cruise with a power increase just use rudder. Match power increase and rudder at the same time, there is no torque effect. If you counter torque with aileron you will get an averse yaw and rudder will still have to be applied for directional control.
Do you guys understand? Yes , No ?
Now for a multi-engine there still is a roll axis is in the center line of the longitudnal center line of the airframe. If we had a twin engine or a four engine airplane. We can see that the engines do not sit in the longitudnal center line of the airframe. The engine now sit away mounted to a wing not the fuselage. The engine acks as a lever on the airframe. You may think that the airplane can still torque roll as in a single engine airplane, but because of the distance of the engine from the longitudnal center line and the leverage its exerts on the airframe it can no longer roll the airframe due to the aerodynamic force in play and the mass of a heavier airframe, so all it can force the airframe to do is yaw the airframe not roll it. The center of torque roll axis on the multi-engine is in the center line of the engine thats is mounted to a wing not the longitudnal center line or roll axis of the airframe. This distance between the two also contributes to a yawing moment.
Take a length of wing say 30 ft long and mount a engine in the center and think of it as a single engine airplane with each wing being 15 ft long. Now the plane will torque roll to the left with the engine at the roll center axis. Now with this same wing mount a fuselage on the left wing tip, now you would think that the plane will still roll left, but we have a horizontal stibilizer and elevator and also a vertivcal staibilizer with rudder on this fuselage preventing this. Now add another 30 ft wing with engine in the center to the other side of the fuselage and that wing trying to roll left, it cant because of the elevator and rudder. So can you see why it has no roll effect just yaw. The wings of a multi-engine have no angle of incidence in them because there is no torque roll to counter. I have tryed looking for something to show what happens in this situation with some kind of math but I have had no luck. I hope this explains what happens, but with my multi-engine flight experience please believe me this is what happens. I not trying to blow smoke, this is just the way multis fly. Can you see what Im trying to explain here. Please say yes. LOL
2nd if the ball is already centered and only a slight roll is occuring.
Im assuming this situation is level unexcellerated flight, if so, when the wing rolls the ball will be oposit the roll correct. If the ball is centered with rudder the wing should be level with no aileron input to counter the roll. I dont think you can have a slight roll with the ball centered. If anything any roll, use rudder and the ball will be centered.
Also: In a departure condition, or at very slow flight, if a wing droped do to torque I 100% agree proper action would be to correct with rudder. Ailaron would be a very very bad thing at that point.
Yes I agree, plus at slow airspeeds there is very little aileron effectiveness.
Later Straiga
