The Aeroplane Speaks [45]
in the lifts of right and left wings. That may be caused as follows:
1. The angle of incidence may be wrong. If it is too great, it will produce more lift than on the other side of the aeroplane; and if too small, it will produce less lift than on the other side--the result being that, in either case, the aeroplane will try to fly one wing down.
2. Distorted Surfaces.--If some part of the surface is distorted, then its camber is spoiled, and the lift will not be the same on both sides of the aeroplane, and that, of course, will cause it to fly one wing down.
LONGITUDINAL INSTABILITY may be due to the following reasons:
1. The stagger may be wrong. The top surface may have drifted back a little owing to some of the wires, probably the incidence wires, having elongated their loops or having pulled the fittings into the wood. If the top surface is not staggered forward to the correct degree, then consequently the whole of its lift is too far back, and it will then have a tendency to lift up the tail of the machine too much. The aeroplane would then be said to be ``nose-heavy.''
A 1/4-inch area in the stagger will make a very considerable difference to the longitudinal stability.
2. If the angle of incidence of the main surface is not right, it will have a bad effect, especially in the case of an aeroplane with a lifting tail-plane.
If the angle is too great, it will produce an excess of lift, and that may lift up the nose of the aeroplane and result in a tendency to fly ``tail-down.'' If the angle is too small, it will produce a decreased lift, and the aeroplane may have a tendency to fly ``nose-down.''
3. The fuselage may have become warped upward or downward, thus giving the tail-plane an incorrect angle of incidence. If it has too much angle, it will lift too much, and the aeroplane will be ``nose-heavy.'' If it has too little angle, then it will not lift enough, and the aeroplane will be ``tail-heavy.''
4. (The least likely reason.) The tail-plane may be mounted upon the fuselage at a wrong angle of incidence, in which case it must be corrected. If nose-heavy, it should be given a smaller angle of incidence. If tail-heavy, it should be given a larger angle; but care should be taken not to give it too great an angle, because the longitudinal stability entirely depends upon the tail-plane being set at a much smaller angle of incidence than is the main surface, and if that difference is decreased too much, the aeroplane will become uncontrollable longitudinally. Sometimes the tail- plane is mounted on the aeroplane at the same angle as the main surface, but it actually engages the air at a lesser angle, owing to the air being deflected downwards by the main surface. There is then, in effect, a longitudinal dihedral as explained and illustrated in Chapter I.
CLIMBS BADLY.--Such a condition is, apart from engine or propeller trouble, probably due to (1) distorted surfaces, or (2) too small an angle of incidence.
FLIGHT SPEED POOR.--Such a condition is, apart from engine or propeller trouble, probably due to (1) distorted surfaces, (2) too great an angle of incidence, or (3) dirt or mud, and consequently excessive skin-friction.
INEFFICIENT CONTROL is probably due to (1) wrong setting of control surfaces, (2) distortion of control surfaces, or (3) control cables being badly tensioned.
WILL NOT TAXI STRAIGHT.--If the aeroplane is uncontrollable on the ground, it is probably due to (1) alignment of undercarriage being wrong, or (2) unequal tension of shock absorbers.
CHAPTER IV
THE PROPELLER, OR ``AIR-SCREW''
The sole object of the propeller is to translate the power of the engine into thrust.
The propeller screws through the air, and its blades, being set at an angle inclined to the direction of motion, secure a reaction, as in the case of the aeroplane's lifting surface.
This reaction may be conveniently divided into two component parts or values, namely, Thrust and Drift.
The Thrust is opposed to the Drift of the aeroplane, and must be equal and opposite
1. The angle of incidence may be wrong. If it is too great, it will produce more lift than on the other side of the aeroplane; and if too small, it will produce less lift than on the other side--the result being that, in either case, the aeroplane will try to fly one wing down.
2. Distorted Surfaces.--If some part of the surface is distorted, then its camber is spoiled, and the lift will not be the same on both sides of the aeroplane, and that, of course, will cause it to fly one wing down.
LONGITUDINAL INSTABILITY may be due to the following reasons:
1. The stagger may be wrong. The top surface may have drifted back a little owing to some of the wires, probably the incidence wires, having elongated their loops or having pulled the fittings into the wood. If the top surface is not staggered forward to the correct degree, then consequently the whole of its lift is too far back, and it will then have a tendency to lift up the tail of the machine too much. The aeroplane would then be said to be ``nose-heavy.''
A 1/4-inch area in the stagger will make a very considerable difference to the longitudinal stability.
2. If the angle of incidence of the main surface is not right, it will have a bad effect, especially in the case of an aeroplane with a lifting tail-plane.
If the angle is too great, it will produce an excess of lift, and that may lift up the nose of the aeroplane and result in a tendency to fly ``tail-down.'' If the angle is too small, it will produce a decreased lift, and the aeroplane may have a tendency to fly ``nose-down.''
3. The fuselage may have become warped upward or downward, thus giving the tail-plane an incorrect angle of incidence. If it has too much angle, it will lift too much, and the aeroplane will be ``nose-heavy.'' If it has too little angle, then it will not lift enough, and the aeroplane will be ``tail-heavy.''
4. (The least likely reason.) The tail-plane may be mounted upon the fuselage at a wrong angle of incidence, in which case it must be corrected. If nose-heavy, it should be given a smaller angle of incidence. If tail-heavy, it should be given a larger angle; but care should be taken not to give it too great an angle, because the longitudinal stability entirely depends upon the tail-plane being set at a much smaller angle of incidence than is the main surface, and if that difference is decreased too much, the aeroplane will become uncontrollable longitudinally. Sometimes the tail- plane is mounted on the aeroplane at the same angle as the main surface, but it actually engages the air at a lesser angle, owing to the air being deflected downwards by the main surface. There is then, in effect, a longitudinal dihedral as explained and illustrated in Chapter I.
CLIMBS BADLY.--Such a condition is, apart from engine or propeller trouble, probably due to (1) distorted surfaces, or (2) too small an angle of incidence.
FLIGHT SPEED POOR.--Such a condition is, apart from engine or propeller trouble, probably due to (1) distorted surfaces, (2) too great an angle of incidence, or (3) dirt or mud, and consequently excessive skin-friction.
INEFFICIENT CONTROL is probably due to (1) wrong setting of control surfaces, (2) distortion of control surfaces, or (3) control cables being badly tensioned.
WILL NOT TAXI STRAIGHT.--If the aeroplane is uncontrollable on the ground, it is probably due to (1) alignment of undercarriage being wrong, or (2) unequal tension of shock absorbers.
CHAPTER IV
THE PROPELLER, OR ``AIR-SCREW''
The sole object of the propeller is to translate the power of the engine into thrust.
The propeller screws through the air, and its blades, being set at an angle inclined to the direction of motion, secure a reaction, as in the case of the aeroplane's lifting surface.
This reaction may be conveniently divided into two component parts or values, namely, Thrust and Drift.
The Thrust is opposed to the Drift of the aeroplane, and must be equal and opposite