Re: Fuel supply? If dependent on atmospheric pressure in any way, or even with positive pressure electronic pumps, isn't the fuel mass going to be quite lethargic at 12 G? One suspects cavitation, or vapor lock.
RH elevator. With the trim tab set for ND on the LEFT side, the LHE has some of its up force relieved at the Bellcrank. The RHE has no such advantage, and the stress is greater at the RHE join. This reverses with Pitch, and there is a chronic war twixt the right and left sides of the torque tube joins. Each reversal of elevator position causes two of these torsional reversals rather than one. So fatique is doubled, and the throughbolts are not designed for this, imo. (Notwithstanding the design consideration does not include these torsional challenges, originally).
What results is an inadvertent "warping" effect, through the hinge line of the Horizontal tail. The design is counter to such a consideration, imo. Again, if the design were to be carried through, and there is no reason to abandon the idea, the Torque tube would be a unit, not halves.
I select the RHE for failure because of this stress bias against it. I take note of the quote above. Mark Twain was editor of the "Territorial Enterprise" in Virginia City, just down the road from STEAD AFB, so that makes him a local, and had he lived, he likely would be flying some "contraption" at RENO each September.
He was an accomplished PILOT. SteamBoat wise.
For the Merlin, then. Fuel Injection? For the Mustang, CFRP tail feathers and Fuselage? Tame the skin, lose the drag. And a Stout Torque Tube for the els.
Klink: Newton's Third? In failure,the stress is differential, not opposite, imho. The Third applies to the controls' NET effect on the airframe?
Last edited by Lyman; 14th October 2011 at 15:30.