No adverse yaw?

[VxClimb]

deletedhttp://www.funnyforumpics.com/page.php?image=/forums/WTF/1/wtf-animated.gif&name=wtf-animatedgif

 

[VNugget]

what is the "vertical axis" realitive to exactly?

The airplane.

1g is 1 x the earths gravity. go up, down, sideways what ever just as long as you are not changing your vector you will have 1g. velocty + change in vector = G

What you're talking about is the total acceleration summed up on all axes on the plane, which is best represented by a coordinate system fixed to the horizon.

But that's not really useful, as most of the time people talk about G-force they're just talking about the force along the vertical axis of the airplane, which depends on the lift produced by the wings, and affects the structural stress (and ultimately if you're gonna black out or pop yer eyeballs).

Upright straight & level = 1 G along vertical axis
Inverted straight & level = -1 G along vertical axis
Vertical upline = 0 G along vertical axis, but 1 G longitudinally
Knifeedge flight = 0 G along vertical axis, but 1 sideways (lateral axis)

 

[belchfire]

We are definitely splitting hairs, but the ailerons change the camber of the wing, which creates lift. If you are exactly at zero lift, one aileron will be creating lift in one direction, and the other aileron will create lift in the other direction. A change in lift equals a change in drag - specifically induced drag. Differential drag from one wing to the other is the definition of adverse yaw. Being at zero lift doesn't stop adverse yaw.

My brain hurts...

Aileron travel difference would be the only cause for different change in camber from wing to wing and it is typically a fairly small difference-maybe 14 degrees down and 17-20 up-and possibly differential-ie the difference increasing towards maximum deflection but not normally more than about 30% at max deflection.

Remember that differential aileron travel is specifically intended to counteract adverse yaw. If you have asymmetric aileron travel on an aerobatic airplane that has normal category lineage (say a 150 aerobat uke: for instance) that travel would be intended for normal flight regimes-max 30 degrees of bank or so-maybe 1.3G. If the aircraft were unloaded-0G you are sticking more control surface into a relative wind of equal pressure you could come to the conclusion that the adverse yaw would be in opposite direction of normal!

It's my opinion that it's an effect that would vary greatly between aerobatic types given the wide difference in control configuration and wing shape and probably isn't a hard and fast rule...

And you thought your brain hurt!

 

[Boch]

What you're talking about is the total acceleration summed up on all axes on the plane, which is best represented by a coordinate system fixed to the horizon.

But that's not really useful, as most of the time people talk about G-force they're just talking about the force along the vertical axis of the airplane, which depends on the lift produced by the wings, and affects the structural stress (and ultimately if you're gonna black out or pop yer eyeballs).

Upright straight & level = 1 G along vertical axis
Inverted straight & level = -1 G along vertical axis
Vertical upline = 0 G along vertical axis, but 1 G longitudinally
Knifeedge flight = 0 G along vertical axis, but 1 sideways (lateral axis)
__________________
Flight Team: Like the Chess Club, but with huge sunglasses and heavy drinking

The airplane could care less what the Gmeter in the dash has to say. Untill the limits are exceded.

Inverted straight & level = -1 G along vertical axis

G is a multiplier of gravity how are you multiplying gravity by flying straight and level while upsidedown?

 

[VNugget]

The airplane could care less what the Gmeter in the dash has to say. Untill the limits are exceded.

Uhhh, what the airplane cares about is exactly what the G meter says. That's why there's a G meter in the airplane. The more G's you pull, the more stress you put on the structure. Exceed the G limit, too much stress. What are you getting at?

G is a multiplier of gravity how are you multiplying gravity by flying straight and level while upsidedown?

You are multiplying it by -1 since it acts in the opposite direction it normally does. While upside down, gravity is acting up relative to the airplane, the G-meter reads -1, and all the junk hits the ceiling; same as if you turn your house upside down.