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Beemer
Joined: 26 Aug 2006
Posts: 87
Location: Middle Georgia
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 Posted: Sun Feb 04, 2007 7:07 am Post subject: CG, sensation, and axes motion |
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Excellent points, especially as I just installed a heavier motor. I had to
move the battery to the tail to balance it, so it is particularly relevant
to what I've done.
I can feel it, but I seem to respond to the visual cues, rather than the
feeling of a slip/skid. Probably the way I was trained way back somewhere.
It's interesting to fly the 707 during refueling at work, and sit in the
back by the tail. The sensations are weird. As he pulls the nose up, the
tail goes down, then up. Almost twice the movement as the middle. The front
is "normal" feeling, but the back is backwards. Takes a bit to get used to
it. Most call it the pit seat, and hate to sit there. I'm a roller coaster
lover, so I think it's fun, especially in turbulence. Had a mission earlier
this much in moderate turbulence over Nashville. I was in the pit seat, and
after 2 hours, there were only three of us left who were not green and on
oxygen. It wears you out badly, though. Haven't been that tired in a while.
Bradley
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Beemer
KF2 (and now an M3!)
Suzuki G10 three-banger
Middle Georgia |
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rjdaugh
Joined: 30 Aug 2006
Posts: 195
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| Posted: Sun Feb 04, 2007 9:40 am Post subject: CG, sensation, and axes motion |
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I regret that Bob put "d n arkive" on his post. I too feel his post is a
"keeper". I erased the Obliviating phrase below in his post to keep it in
the archives.
Randy
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Randy
Kitfox 5/7 912S
Black Hills, South Dakota |
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Bob
Joined: 24 Oct 2006
Posts: 89
Location: Damascus, Maryland, USA
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| Posted: Mon Feb 05, 2007 5:01 am Post subject: Re: CG, sensation, and axes motion |
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Since it was lost in the fuel system discussion and you wanted this to be kept, I'll copy it here. Thanks for the kind words.
Bob
In Cessnas, Kitfoxes, and the like, your head, the CG, and the CL are all within a few inches. Basically, the airplane maneuvers about this small sphere that your head is in and yaw is not as pronounced. In the Glasair, Lancair, and some of the other pocket rockets, the pilot's inner ear is actually pretty far aft of this; naturally the pilot can better feel yaw. As an interesting aside, yaw dampers in airliners typically only have max rudder authority of a few degrees, but turn them off and people in the ends of the cabin can get sick or have trouble standing.
The Kitfox was designed to be a light airplane and here comes the tie-in to altering an airplane's design. We all like to have "stuff" that adds weight. If we put that weight in the center of the airplane, it diminishes our useful load. However, as we add say a heavier engine in the front and ballast in the tail, bigger tailwheel, aft batteries, etc, we don't just diminish the useful load, we diminish the inertial stability of the design that the flight controls are sized to manipulate. Handling a cross-wind gust at low speed can come closer to the limits of rudder control, ground-loops become easier, and spin recovery takes more effort. Keeping your airplane light will help keep the inertia, and controllability, as it was designed to be.
Bob
Aero Eng, A&P
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Beemer
Joined: 26 Aug 2006
Posts: 87
Location: Middle Georgia
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| Posted: Mon Feb 05, 2007 5:10 am Post subject: CG, sensation, and axes motion |
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Yes, thank you for that. This is a good write, and needs to be available for
reference.
Bradley
Do not archive
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Beemer
KF2 (and now an M3!)
Suzuki G10 three-banger
Middle Georgia |
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