The yaw/slip thread (merged) aka Aerodynamics 101
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Sideslip Indicator not to be confused with a balance indicator is a rare breed.
Sometimes seen on a test aircraft fitted with a vane on a boom to measure the slip, away from the influence on the arflow by the aircraft itself.
Any multi having engines outside of centre line will be sideslipping during straight flight when there is any imbalance of thrust.
Sideslipping means more drag would have been crucial for a Concord so it was probably used as an aid in precise directional trimming.
Can ex Concordians confirm?
Sometimes seen on a test aircraft fitted with a vane on a boom to measure the slip, away from the influence on the arflow by the aircraft itself.
Any multi having engines outside of centre line will be sideslipping during straight flight when there is any imbalance of thrust.
Sideslipping means more drag would have been crucial for a Concord so it was probably used as an aid in precise directional trimming.
Can ex Concordians confirm?
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In a(balanced) left turn the application of left rudder will cause a Yaw to the left producing a Skid to the right.
Conversely application of right rudder will cause a Yaw to the right producing a left Slip .
Notice in both cases application of rudder caused a YAW which resulted in two different states,hence it is called a yaw string.
Hope that helps.
ODR.
Conversely application of right rudder will cause a Yaw to the right producing a left Slip .
Notice in both cases application of rudder caused a YAW which resulted in two different states,hence it is called a yaw string.
Hope that helps.
ODR.
I would interpret the word yawing to mean having a component of angular velocity about its yaw axis. An aircraft in a perfectly balanced level turn is therefore yawing (as well as pitching a little).
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When you are in a perfectly balanced turn, you will develop an angle of bank. This means the yaw axiz leans into the turn so although you are changing direction, with the anglo of banko means you are no yawo (unless you el-slippo or el-skiddo).
compre?
compre?
The sideslip indicator in Concorde was used primarily when operating with one or two engines inoperative.
To achieve zero sideslip in the asymmetric case, the climb out would be flown using around 2°-3° bank into the live engines.
This was done to minimise drag and thus maximise aircraft performance.
The gliding fraternity use a piece of cotton, stuck to the outside of the canopy to achieve the same result, but on Concorde it tended to come off in the cruise, so a sideslip indicator it had to be!
Trimming in normal flight was done primarily by moving fuel around, both across the aircraft from wing to wing, as well as the more well known fore and aft transfer.
Ideally, a CG position of 59% MAC was achieved, with zero sideslip, zero rudder deflection and ½° down elevon.
Regards
Bellerophon
To achieve zero sideslip in the asymmetric case, the climb out would be flown using around 2°-3° bank into the live engines.
This was done to minimise drag and thus maximise aircraft performance.
The gliding fraternity use a piece of cotton, stuck to the outside of the canopy to achieve the same result, but on Concorde it tended to come off in the cruise, so a sideslip indicator it had to be!
Trimming in normal flight was done primarily by moving fuel around, both across the aircraft from wing to wing, as well as the more well known fore and aft transfer.
Ideally, a CG position of 59% MAC was achieved, with zero sideslip, zero rudder deflection and ½° down elevon.
Regards
Bellerophon
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Ah yes but isn't the yaw axis being rotated in the turn at the same rate as the rate of turn.? Hence no yaw. Yaw slip is showing!
Fires up the thought processes a bit !!
Fires up the thought processes a bit !!
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Certainly does but... because the yaw reference is the centerline which, in a balanced turn, should be changing direction at the same rate as the plane itself.
from grc.nasa.gov:
from grc.nasa.gov:
The yaw axis is perpendicular to the wings and lies in the plane of the aircraft centerline.
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Bellerophon
Sorry - any multi, not including those with centre line engines, having ANY measure of asymmetric thrust will be sideslipping in straight flight whether wings level or banked.
When banked the moment of the horizontal component of lift acts around the lateral centre of pressure to balance the moment of the asymmetric thrust around the same lateral centre of pressure.
Weight does not play a part, except in manoeuvre, as one cannot have a resolved portion of the weight through 90 degrees.
Sounds like the sideslip indicator on Concord was a con.
I would like to be proved wrong!!
Sorry - any multi, not including those with centre line engines, having ANY measure of asymmetric thrust will be sideslipping in straight flight whether wings level or banked.
When banked the moment of the horizontal component of lift acts around the lateral centre of pressure to balance the moment of the asymmetric thrust around the same lateral centre of pressure.
Weight does not play a part, except in manoeuvre, as one cannot have a resolved portion of the weight through 90 degrees.
Sounds like the sideslip indicator on Concord was a con.
I would like to be proved wrong!!
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In a PERFECTLY balanced turn there is no yaw, slip, or skid at the centre of gravity. Now, here comes the hair-splitting bit - Forward and aft of the C of G the (presumably) non flexible fuselage is slightly skidding, being outside of the ideal turn radius for it's dimensions. No yaw is involved.
Somehow, I don't think that the future of aviation as we know it rests on this one.
Somehow, I don't think that the future of aviation as we know it rests on this one.
In a PERFECTLY balanced level turn we are rotating in pitch such that when we level out we are pointed in a different direction.
Just keep the ball in the middle, Bloggs!
Except for the steady heading sideslip when asymmetric - or zero sideslip with constant 2-3 deg bank for max climb perf when asymmetric. Something which was never a problem in aeroplanes with civilised amounts of engines and thrust!
Except for the steady heading sideslip when asymmetric - or zero sideslip with constant 2-3 deg bank for max climb perf when asymmetric. Something which was never a problem in aeroplanes with civilised amounts of engines and thrust!
