Aerodynamic Question.

IIRC, the T-6 that I used to fly also had the engine mounted on a very small angle to counter the yaw in the typical cruise conditions. Additionally, there was an electric rudder trim switch mounted on the throttle such that at any power setting it was very easy to eliminate the yaw with the rudder and then trim the rudder to the point where you eliminate any constant pressure applied by your feet.
 
The A400M is a pretty cool design. Inboard props turn outwards, outboard props turn inwards.

Airbus says:
The down between the engines counter-rotation of the propellers, which turn in opposite directions, allows a structural weight reduction. The arrangement preserves the symmetry of the aircraft when the four engines are operating, and reduces the adverse yaw in case of an engine failure, allowing in turn a reduction in the size of the tail fin by 17 per cent, hence reducing weight and drag. Another consequence has been the possibility to improve by four per cent the lift at low speed and thus to simplify the slats and, as a result, reduce by eight per cent the surface of the horizontal stabilizer. Furthermore, it also reduces the level of vibrations and therefore the noise inside the aircraft.
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http://www.airbusmilitary.com/Aircraft/A400M/A400MAbout.aspx#content04
 
fish314 said:
IIRC, the T-6 that I used to fly also had the engine mounted on a very small angle to counter the yaw in the typical cruise conditions. Additionally, there was an electric rudder trim switch mounted on the throttle such that at any power setting it was very easy to eliminate the yaw with the rudder and then trim the rudder to the point where you eliminate any constant pressure applied by your feet.
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Not to mention the TAD, Trim Aid Device...over 80 knots IIRC...

A pain for any "precision" aerobatics.
 
In the C-130H we have a big ass rudder and thats pretty much it. You more or less just make it happen. If I had to guess the J models probably have all kinds of tricks up their sleeve.
 
captainphil said:
I was just curious for all you turbo-prop (single or multiengine) pilots out there. Can anyone tell me please are there any compensation designs on your aircraft to fight left turning tendencies designed by the aircraft manufacturer, or are you all fighting the stick and rudder? Thanks.
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Stick and Rudder Skills are a cure for whatever ails !
 
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