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Discussion in 'Hangar Flying' started by autoreply, Oct 20, 2011.
Good thing that he didn’t run that red light.
Steve Wolf, ICAS Hall of Fame.
Scroll down to video.
Just think of how the wing flies; think wing. the cockpit pod is effectively a pendulum as the wing is laways trying tofind it's optimum position in flight /relative wind. Great fun to fly in calm weather but a bear in any gusty wind.
Do you mean that you don’t understand it or that you don’t trust it? If you come from the 3-axis world, I can understand a lack of trust. I’ve flown many hang gliders and weight shift tailed ultralights, but only a little in the early trikes. I was fine in all of them except the trike, which I always came back feeling like stability and control was marginal. Perhaps it was just me, or perhaps it was an issue with the early trike designs. I’ve been told the modern trikes are quite stable. I know my perception was not because of the weight shift because I am quite comfortable in the weight shift hang gliders and tailed ultralights; I think it may have been because the trike has an engine that is trying to push the pendulum weight (me) out of position.
if you don’t understand the mechanics of weight shift, you can make the mental jump by starting with a 3-axis craft. All 3-axis craft can be trimmed to different speeds and into climbs and descents with the trim wheel. However, throw a couple of people in the back seat and your trim wheel has to be adjusted for that. This means that CG also plays a role in trim settings. Now, if you take away the elevator control and trim wheel, it leaves you with weight shift as the only means to affect trim. You can fly a standard plane by shifting weight, but response is sluggish; however, a light weight UL or trike responds much more positively to a shift in the CG. The same holds true for roll control. As stated earlier by 2DD, you are simply using pendulum forces to drive the wing to a desired attitude.
It's a trust issue, I understand the machanics of it and since I got my PPL in 1974, and hang gliders were fairly new, I just wasn't ready to learn another way to fly. Besides, I live in South Carolina and it's pretty flat so there's no where near me to launch a hang glider. Kitty Hawk, N.C. is a 6 hr drive so going there just to try hang gliding wasn't an option. Weight shifting in a Cessna 150 can be done also, lean forward and you start going down, lean back and you climb, stick your arm out the window and start a slow turn. I have seen some very impressave Trikes at SNF and A/V but I'll stick to stick and rudder.
Doors to turn and elevator trim to land. You can fly a C150.
Unfortunately the explanation above of how weight shift works on a trike is far from complete. You need to understand that aerodynanic changes also occur with the wing changing shape to turn the aircraft.
The wing can cope with far more turbulence than a previous post would suggest. With the wing adjusting to the turbulent air the trike moves less than the fuselage of a conventional aircraft giving a better ride for pilot and passenger.
Yep, flex wings are great for isolating the pilot from turbulence. My explanation was just intended to help a fixed wing AIRPLANE pilot understand the trim by pendulum aspect without going into too much technical detail.
Some trikes do have trimming systems and even variable geometry wings. VG can also be found on hang gliders giving better slow speed control and then high speed efficiency.
I appreciate all the fine explanations, but I'm going to stick with what I know best. I have owned ultralights before, all 3 axis control but the Trikes and hang gliders I'll just take your word for it and enjoy watching them from terra firma.
Bob, old and slow
Developing a new technology takes a lot of time.
Has aviation industry forgotten the safety ?
What killed the Burnelli aeroplane ?
Was it Burnellis stubborness to a certain unattractive shape ?
There are some advantages to the Burnelli designs for STOL operation and crash safety (and many of them crashed), but also some clear disadvantages when it comes to drag and the implications for cost/seat-mile or cost/pound-mile for commercial operations. Add to that reluctance to take on unorthodox designs during WWII and the glut of transport aircraft available after WWII, and the conspiracy theories start to look like sour grapes more than anything else.
Most likely this:
Also phenomena called: https://en.wikipedia.org/wiki/Confirmation_bias
Helds many people back.
That just boggles the mind. I'm ready to invest though, where do I find this stock ?
I think a trike should be called direct "wing shift", not weight shift. The weight kinda stays firm while the pilot shifts the control bar (and wing) from side to side for bank and fore and aft for pitch angle. Easier for me to think of it that way.
Is that a lifting fuselage ?
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