Gil
01-03-2012, 11:59:30
הי רועי,
אשמח אם תוכל להסביר לי בשפה שאני אבין למה התכוון Gerald כיוון שאני מרגיש שיש בדבריו חומר שניתן לעשות בו שימוש
Just FYI...
In general, CG will not have any observable affect on flying attitude of the plane. Nose down, nose up, those are a function of trimmed airspeed and camber settings. Flying nose down generally means flying too fast for the camber setting. So use less camber and re-trim for the speed, or fly slower. Flying nose up generally means flying too slow for the camber setting. So use more camber and re-trim for the speed, or fly faster.
Some designs do not have the wing mounting angle such that the fuselage is level in flight. For such planes, one needs to learn the "optimal" angle to expect to see. Then just substitute this "optimal" angle for horizontal, and use the above rule of thumb.
For most DLG designs, one will find the optimal visual angle of the fuselage is pretty close to constant. Change camber settings and adjust trim speed so the fuselage is at that angle and speed will be very close to optimal. This is regardless of camber setting, in the range used for normal flight (not necessarily for landing approach with gobs of flaps). So one just needs to find optimal angle at one camber setting, and get used to seeing it. If it looks different sometime during flight, then adjust trim or camber to fix it!
Gerald
אשמח אם תוכל להסביר לי בשפה שאני אבין למה התכוון Gerald כיוון שאני מרגיש שיש בדבריו חומר שניתן לעשות בו שימוש
Just FYI...
In general, CG will not have any observable affect on flying attitude of the plane. Nose down, nose up, those are a function of trimmed airspeed and camber settings. Flying nose down generally means flying too fast for the camber setting. So use less camber and re-trim for the speed, or fly slower. Flying nose up generally means flying too slow for the camber setting. So use more camber and re-trim for the speed, or fly faster.
Some designs do not have the wing mounting angle such that the fuselage is level in flight. For such planes, one needs to learn the "optimal" angle to expect to see. Then just substitute this "optimal" angle for horizontal, and use the above rule of thumb.
For most DLG designs, one will find the optimal visual angle of the fuselage is pretty close to constant. Change camber settings and adjust trim speed so the fuselage is at that angle and speed will be very close to optimal. This is regardless of camber setting, in the range used for normal flight (not necessarily for landing approach with gobs of flaps). So one just needs to find optimal angle at one camber setting, and get used to seeing it. If it looks different sometime during flight, then adjust trim or camber to fix it!
Gerald