Author Topic: Turning Tendancies  (Read 777 times)

Offline Terror

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Turning Tendancies
« Reply #15 on: July 17, 2002, 03:06:35 PM »
Time for a refresher!!



Terror

Offline Andy Bush

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Gyro effect
« Reply #16 on: July 17, 2002, 09:29:35 PM »
Terror

Yes it is!

Gyroscopic precession drove me batty trying to figure out the right hand rule and all that. Then I thought of this idea to help folks visualize the effect. Actually, it helps me visualize it...to heck with everybody else!! :)

Here is a figure that I dreamed up in a fit of gyro frenzy!



Anyway...think of the prop disc as a two axis system. The vertical axis represents pitch, and the horizontal axis represents yaw. (Roll is absent from gyro effects.)

I include the fuselage line to keep in mind where "forward" is. Forces are always applied in the forward direction.

Then I push the end of the appropriate axis for whatever force I'm trying to investigate.

For example, in the diagram, I am pushing forward on the stick. This is represented as a force that is placed at the top of the vertical axis. Doing this, I can easily picture the nose lowering.

How does the gyro effect respond to this force input?

I remember that the resulting force always is applied 90 degrees to the right of the input force for a clockwise rotating prop. So I go 90 degrees clockwise from the top where the force was first applied to the right hand side of the yaw axis.

This is where the resultant force is applied. The resultant force pushes the right side of the yaw axis and creates a yaw to the left.

I simplified this into this formula:

Stick forward = left yaw.
Stick back = right yaw
Right rudder (yaw) = nose down
Left rudder (yaw) = nose up

Simply reverse this for counter-clockwise rotating engines.

Offline Seeker

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Turning Tendancies
« Reply #17 on: July 18, 2002, 04:20:13 AM »
If we're bumping (and nitpicking :) ) :

Would an in-line engine's long crankshaft running parralell to the A/C's centre line have more reluctance to changes in pitch than the very short effective length (in plan view) of a radial engine; or would the radial's larger circumference (in section view) equalise the gyroscopic effects between the two crank shaft formats?

In other words, which produces more gyroscopic force, a long, thin cylinder, or a short wide one?