Aces High Bulletin Board
Help and Support Forums => Help and Training => Topic started by: Getback on March 22, 2011, 11:21:25 AM
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I cannot say enough about throttle control. Now I'm no ace for sure. So forgive me. This is what I've noticed. Good throttle control helps eliminate shimmying. Good throttle control keeps you from over shooting your opponent (Along with other techniques). Going full bore all the time is most likely a fail. Often I engage an opponent and all I have to do is slack off the throttle and wait for them to give me an open shot. Stalling is often not a matter of e but a matter of too much throttle for the air speed. Backing off the throttle often makes rudders work more effectively and reduces your turning radius.
The scariest thing you will ever see is a plane gliding in behind you smoothly. He's chopped his throttle and you just know he's going to have a shot almost no matter what you do. One of the easiest planes to avoid his a plane that is blazing in full throttle. He can't turn and is depending on you to fly straight.
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I agree that if you're going too fast then reducing throttle is a good idea.
The only time reducing throttle helps you turn better is if you're above your corner speed.
The notion that full throttle makes you more likely to stall is the opposite of how it works.
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Double post.
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Spiral slipstream?
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I agree that if you're going too fast then reducing throttle is a good idea.
The only time reducing throttle helps you turn better is if you're above your corner speed.
Reducing throttle will help you roll against the torque from the spiral slipstream.
The notion that full throttle makes you more likely to stall is the opposite of how it works.
On the latter, Nope, you can overpower your air flow. This I can prove.
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Spiral slipstream?
When people refer to torque from the propeller it's typically the spiral slipstream causing most of the rotation.
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On the latter, Nope, you can overpower your air flow. This I can prove.
In RL or in-game?
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On the latter, Nope, you can overpower your air flow. This I can prove.
I'm certainly interested in your explanation of this.
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When people refer to torque from the propeller it's typically the spiral slipstream causing most of the rotation.
You mean Yaw, right? Not rotation.
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You mean Yaw, right? Not rotation.
Torque is the tendency of a force to rotate an object about an axis.
The yaw and part of the rotation is caused by the vertical stabilizer catching the spiral slipstream in one direction since it's only on one side of the fuselage.
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Aren't both yaw and roll possible effects of a spiral slipstream? Dunno if I'm confusing it, but isn't this "P factor"?
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P-factor refers to the propeller disk creating more lift on one side than the other. P-factor adds to the effect of the helical propwash but it's not the same thing.
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P-factor refers to the propeller disk creating more lift on one side than the other. P-factor adds to the effect of the helical propwash but it's not the same thing.
This is correct. I should know, it's my name after all. And I studied aerospace engineering in college,
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This is correct. I should know, it's my name after all. And I studied aerospace engineering in college,
Am I referring to P-factor?
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So it's strictly lift, not any other surface. Does that mean it varies in magnitude for each lift/control surface as some kind of function of roll attitude, or is it strictly for wings and horizontal tail surfaces no matter the attitude?
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Am I referring to P-factor?
I don't know what you're referring to but I'm sure you're noticing something and there is an explanation for whatever it is.
P-factor only causes yaw when the propeller disk is not perpendicular to the relative wind. For example if you were flying level with a nose high attitude you would have additional yaw from P-factor but it's not likely you would notice it because of the yaw already caused by the helical slipstream.