Counter-Rotating Props

[brianyemail-nsrca at yahoo.com]

I saw one at our local club very cool that it was so small. The guy said he flys it off his coffee table when its raining out......I think hes single.

Ron Van Putte <vanputte at cox.net> wrote:
On Jan 27, 2005, at 12:21 PM, Keith Hoard wrote:

> I guess if you guys were REALLY serious about pattern models, you’d 
> design counter-rotating props for the engines. . .

Speaking about counter-rotating props: Have any of you seen the Hirobo 
Mini Lama RC Electric Helicopter? I'm talking about the non-tethered 
version. I was over in Pensacola a couple of evenings ago at a local 
high school gymnasium that Tony Stillman has arranged for the electric 
airplane pilot to fly in for a two hours on a weekday evening. Tony 
delivered one of these helicopters to Steve Rojecki. I watched as they 
removed the helicopter and transmitter from the shipping box, installed 
the LiPo battery (included) in the helicopter, snapped in a transmitter 
battery pack and turned the system on. Steve proceeded to take it off 
and fly it around. I was impressed. I was even more impressed when 
Steve announced, "Who said flying a helicopter is hard? This is easy!" 
It turns out that he'd NEVER flown a helicopter before!

Ron Van Putte

> From: discussion-request at nsrca.org 
> [mailto:discussion-request at nsrca.org] On Behalf Of Rcmaster199 at aol.com
> Sent: Thursday, January 27, 2005 12:17 PM
> To: discussion at nsrca.org
> Subject: Re: Throt/ Rud
>
>  
>
> Bob, this is exactly how I feel. Why not learn to use the sticks?
>
>  
>
> On the money with P-Factor (not to be confused with K-factor) and GP 
> also. Slipstream is the key and it could be significantly straightened 
> by doing something similar to what Nat has done with the Xpress series 
> of models. Strakes surrounding  the CG help reduce the effects. This 
> is a design feature tha belongs on all pattern models. IMHO
>
>  
>
> MattK
>
>  
>
>  In a message dated 1/27/2005 8:18:27 AM Eastern Standard Time, 
> bob at toprudder.com writes:
>
> Ed,
>
>  
>
> I am a very firm believer (no one will convince me otherwise) of 
> exactly what you describe. Slipstream effect is the whole reason we 
> put right thrust in our engines. It has NOTHING to do with torque, 
> P-factor, or gyroscopic precession.
>
>  
>
> The issue of transitioning from vertical to horizontal (either to 
> inverted or upright) is a gyroscopic precession issue. The best way to 
> counter that is to use lighter weight props turning at lower rpm -- 
> less spinning mass and less gyroscopic effect.
>
>  
>
> P-factor only exists at high angle of attacks, which does not happen 
> in a vertical climb.
>
>  
>
> Torque tries to roll the plane, and some schools of thought are that, 
> to counter the torque-induced roll, the left wing has to lift more 
> than the right, causing more induced drag on the left. While this may 
> be true for a lot of planes while taking off, this does not apply to 
> pattern planes in a vertical climb since both wing panels would be 
> fighting the torque equally.
>
>  
>
> Gyroscopic precession only occurs when the airplane is moving around 
> its pitch axis, as when pulling or pushing a corner. It is most 
> noticeable when the airplane is slow, since there is less aerodynamic 
> stabilizing force available from the rudder/fin.  IMHO, no 
> throttle-rudder mix is going to correct this. It might be possible to 
> mix elevator to rudder, and enable/disable the mix based on throttle 
> position.
>
>  
>
> When I flew a Cap21 in pattern, I had to use left rudder when pulling 
> an inside corner at the top of square loops. I had to use a TON of 
> right rudder when pushing a corner, and this was with about 5 degrees 
> of right thrust.
>
>  
>
> IMHO, learn to do it with your thumbs. Practice enough and it will 
> become automatic. Just my 2CW.
>
>  
>
> Bob R.
>
>
>
> Edward Skorepa wrote:
>
> I'm confused too. I know, I know I shouldn't argue with someone like 
> chip but I believe the main reason we're putting right thrust is an 
> asymmetric vertical fin. On most conventional airplanes the area above 
> thrust line is much greater then area below. So, the spiraling slip 
> stream  will hit the top portion of the vertical fin from the left 
> pushing tail to the right thus right thrust. When inverted, the 
> spiraling slip stream will hit vertical fin from the right because fin 
> is now on the opposite side and  pushes tail to the left. To 
> straighten the flight path, we need now the left thrust which is 
> already there. During inverted push ups, why do we need to use left 
> rudder? The spiraling slip stream misses completely vertical fin and 
> the right (left when inverted) thrust is causing airplane to yaw left. 
> If you have a big gasser, turn on smoke, do inverted push up and watch 
> where the smoke goes. However, Chip's approach of fixing the inverted 
> push ups problem is quite interesting and I'll try it on my new bird 
> I'm working on right now.
>
> ed
>
>  

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