The typical airplane that needs right rudder in the climb will usually need less right rudder, not left rudder, in the climbing turn from climbout to crosswind in the circuit. New students sometimes have a hard time with that.As I mentioned before my plane needs significant left rudder in glide, which just seems wrong when making left turns in the traffic pattern, since we've all been schooled against using rudder to make skidding turns in the pattern... even though in my case the rudder is needed to keep the ball centered.
I meant to say offset the verticalI always set mine on zero xero whether geared or not and offset the rudder
The roll caused by propeller rotation won't be reduced by any gearbox. The torque reaction is caused entirely by the aerodynamic drag on the propeller.May sound dumb but does the opposite rotation of the prop counteract torque of the engine? Ive noticed this on direct drive airboats will torque to one side and the ones with gearboxes with prop rotation opposite the engine dont have this issue as much?
Could it be a good thing?
When I flew a VW powered airplane for the first time I kept telling myself on take-off, "Left Rudder, Left Rudder". After a few flights I didn't have to think about it.
YessirThe roll caused by propeller rotation won't be reduced by any gearbox. The torque reaction is caused entirely by the aerodynamic drag on the propeller.
The only time a geared setup might notice less torque reaction is on initial RPM increase, with the prop's torque reaction countering the engine's block torquing against the crankshaft's mass as it accelerates. Once the RPM is stabilized there'd be no difference between the geared setup and a direct-drive affair.
Yes, though I was talking about the descending turns, downwind to base and base to final.The typical airplane that needs right rudder in the climb will usually need less right rudder, not left rudder, in the climbing turn from climbout to crosswind in the circuit. New students sometimes have a hard time with that.
I believe the downthrust was to reduce pitch changes with power on an aircraft that had very limited pitch control. You don't want the plane to pitch up when power is added on a go-around when it's supposed to be incapable of stalling. You see that on free flight model airplanes, too, where there's no pitch control... on an airplane trimmed for best glide you'd have a violent pitch up under power unless there is significant downthrust.The Ercoupe had lots of down-tilt on its engine, probably to reduce the pull to the left in an airplane that had no rudder pedals. But in cruise that engine is pulling the airplane downward a bit. More drag on the wing.
More RPM, maybe, by that 2.43 ratio or whatever it is, and more noise perhaps, but not necessarily more power....on my Rotax 912 geared motor I had to learn that when there was a need for power, say to counteract sink on approach, the normal amount of power increase that we are used to with a direct drive motor isn’t near enough. We need to give it about double. I think the actual number is 2.43 which we don’t really care much about; just make the motor make a lot more noise than we used to.
Joe-- You crack me up.
Reminds me of when my daughter was a student pilot. She was flaring to land, the instructor said " Don't land, Don't land". So she go's to full power and starts climbing out. The instructor said , " What I meant was to hold the main wheels off as long as possible".