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#11
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nafod40 wrote:
... So (my swag analysis) if you are in a right hand turn, the forces on the wings are as below, with the inner wing having more drag, because it is slower and must fly at a higher AOA (gained through aileron deflection). To counteract the forces now trying to rotate the aircraft, one must toss in some rudder. To then keep from side slipping, one must fly in what would feel like a skidded turn to balance all of the forces. ... The inner wing wing has a higher drag *coefficient*, but a lower speed, so it is not obvious if the drag is higher or lower. Near the speed of best L/D, drag an lift coefficients increase in the same proportion with increasing AOA, so if the difference in lift coefficient compensates exactly for the difference in speed, the same should be true for drag. At lower speeds the (relative) drag coefficient increase is higher than the lift coefficient increase and this has to be conterd by some inside rudder. This is confirmed by experience on most gliders, where the need for inside rudder increases when you come closer to the stall speed/angle. But this is an oversimplified view. There are at least to other source of rolling moment beside the overbanking moment due to the different speed of both wings. One of them is the difference in AOA due to the fact that both wings have the same sink speed (vertical component of velocity) but a different horizontal speed. Another one is due to inertial forces, the difference between the centrifugal forces on both wings. These both effects results in an underbanking rolling moment, so the aileron input has to counter less than the overbanking moment due to the speed difference. And aileron deflection is not just a change in AOA, but a change in airfoil shape, and it usually affects only the outer part of the wing, the inner part may be in the opposite condition (lower lift on inside wing) so that the global effect is what is wanted. |
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