jan_olieslagers wrote: But I still don't see any argument to choose between AC and DC ...?
I don't have my books here at home, but next time I'll have a look in them I'll try to give a more precise response As you might no electrics is not my speciality ...
jan_olieslagers wrote:What effects can you observe either from looking about or from the main flight instruments?
Groundspeed increases and nose goes up. Just guessing
When once you have tasted flight, you will forever walk the earth with your eyes turned skyward, for there you have been, and there you will always long to return."
I don't know for single engined props, but with civil prop planes the stability of your plane will be reduced when you fly at full power compared to idle flights.
But I doubt this is the fact with a single prop plane. on civilian (2 engine) prop planes, the longitudinal stability is affected due to the increased downwash created by the higher thrust of the engines. Due to the higher thrust you'll have more lift on your wings and this will induce a bigger downwash after your wing. Hereby the flow will have a higher incidence when coming onto the horizontal tailplane and your maneuvering range will be smaller than with idle engines...... This means that your center of gravity needs to be confined in a smaller range than with idle power..
jan_olieslagers wrote:
Well Chris I have learned something there, thank you! So you can see this is not what I am after....
I was nearly sure it wasn't correct, but I'm glad you learned something out of it
A new attempt :
Since it's no pitching attitude (MD11's answer) and no speed change you are searching but something on a primary display. I'll go for some small yawing moment maybe ?
jan_olieslagers wrote:Can anyone say whether this is also done on transport turboprops like F50, saab 2000 &C ?
Transport props usually don't have contra rotating props and I suppose that general aviation twins don't have them either. I only recall an old civilian prop (don't remember the name but looked a little bit like the connie) and some military props having contra rotating propellers.
By having the contra rotating propellers you will indeed reduce the yawing force induced on the vertical tail due to the rotating trailing vortices induced in the slipstream of the props. However with contra rotating props you'll need two gearboxes, thus more weight, cost and maintenance. But by eliminating the critical engine (inducing the biggest yawing force) your vertical tailplane and rudder don't need to be that big.
As both realplaneshaveprops and myself answered the previous question correctly, and he was also right on this one, I think it is up to him to post the next.
As you might no electrics is not my speciality ...
