I am an Aeronautical Engineer and worked in Aircraft Performamce Stability and control for tne National Aeronautics and Space Association for Thirty years and worked on the F-111, F-15 ,F-16 , F-17, F-18, B-1. ,B70,Saturn V,Space Shuttle and many others and am also a Pilot. You have listed Seven Items 1,2 and 3 are correct, in item 4 replace left wing with right wing wing and it will be correct, and this is why you use rudder to compensate in the turn. Items 5 ,6 and 7are complete nonsense and the reason the aircraft turns is the Lift Vector that we had in level flight is divided into lift and a force to the left causing the aircraft to turn.
Subject: Light-Sport Aircraft Yahoo group Re: Why does it TURN (not just slide sidewards) when you bank w/ no
Hi Jim,
--- In Sport_Aircraft@yahoogroups.com, you, "James Bair" <jimbair@...> wrote, In part:
> Your final paragraph about the lowered and raised ailerons is either totally incorrect or is simply worded in a way you didn't mean, because the drag you talk about is actually backwards.<
You were referring to my earlier saying this:
"I stand by my theory for now:
Somehow the bank must be creating more drag on the lower wing (or less on the raised wing) creating the turning force.
My guess is the raised aileron on the lower wing -- being in the
different airflow of the upper wing surface -- creates MORE drag on
the lower wing than the lowered aileron on the raised wing does. "
---
Well I may be wrong about the raised aileron on the lowered wing creating more drag on that wing, but if so I'm in some pretty good and credible company in believing that.
See the file "Yaw when banking aircraft.doc " that I just uploaded to our files area.
Or just go to --
http://www.decodedscience.com/side-effect-of-rolling-an-airplane-aircraft-yaw/7209 .
In part what it says there is --
"1. An aircraft initiates a roll to its left.
2. The left aileron (attached to the wing) goes up to produce drag.
3. The right aileron moves downward to produce more lift.
4. As a consequence of increased drag on the left wing, and increased lift on the right wing, the left wing rolls downward while the right wing rolls upward.
5. During this phase (with the left wing down and the right wing up), the right wing travels faster through the air and contributes more to the production of lift.
6. This increased lift acts diagonally and is divided into two components. The horizontal component of lift enables an airplane to roll in the desired direction.
7. The increased production of lift due to the right wing's relatively higher airspeed and its aileron in down position induces an aircraft yaw towards the left. "
Sounds like basically what I said.
The aeronautical credentials of the author (see the site) are good, and it makes sense to me.
So, I'm sticking with the "more drag on the lowered wing is applying the yaw (turning) force" for now.
Alex
--- In Sport_Aircraft@yahoogroups.com, you, "James Bair" <jimbair@...> wrote, In part:
> Your final paragraph about the lowered and raised ailerons is either totally incorrect or is simply worded in a way you didn't mean, because the drag you talk about is actually backwards.<
You were referring to my earlier saying this:
"I stand by my theory for now:
Somehow the bank must be creating more drag on the lower wing (or less on the raised wing) creating the turning force.
My guess is the raised aileron on the lower wing -- being in the
different airflow of the upper wing surface -- creates MORE drag on
the lower wing than the lowered aileron on the raised wing does. "
---
Well I may be wrong about the raised aileron on the lowered wing creating more drag on that wing, but if so I'm in some pretty good and credible company in believing that.
See the file "Yaw when banking aircraft.doc " that I just uploaded to our files area.
Or just go to --
http://www.decodedscience.com/side-effect-of-rolling-an-airplane-aircraft-yaw/7209 .
In part what it says there is --
"1. An aircraft initiates a roll to its left.
2. The left aileron (attached to the wing) goes up to produce drag.
3. The right aileron moves downward to produce more lift.
4. As a consequence of increased drag on the left wing, and increased lift on the right wing, the left wing rolls downward while the right wing rolls upward.
5. During this phase (with the left wing down and the right wing up), the right wing travels faster through the air and contributes more to the production of lift.
6. This increased lift acts diagonally and is divided into two components. The horizontal component of lift enables an airplane to roll in the desired direction.
7. The increased production of lift due to the right wing's relatively higher airspeed and its aileron in down position induces an aircraft yaw towards the left. "
Sounds like basically what I said.
The aeronautical credentials of the author (see the site) are good, and it makes sense to me.
So, I'm sticking with the "more drag on the lowered wing is applying the yaw (turning) force" for now.
Alex
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