of the plane constantly wanted to. "hunt" and in turbulence, the con- dition was quite exaggerated. Flutter was ruled out through var- ious tests, since the ...
/CERTAIN FACTORY aircraft, as V>4well as some homebuilts, seem to have a built-in yaw factor. My "Emeraude" showed up with this problem on the initial test flight to such a noticeable degree that directional control was obtained only by pinning one's feet on the rudder pedals and keeping them there. The nose
"hunt" and in turbulence, the condition was quite exaggerated. Flutter was ruled out through various tests, since the condition was not aggravated at dive speeds. Other than stiff legs after a flight, the condition caused no particular flying or control problem but was very annoying. Various solutions were offered by chapter members and others, from filling the rudder gap to using various size trim tabs on the rudder, but nothing seemed to work at all. It was determined that, due to the rather thick airfoil of the fin and rudder on this particular plane, the airflow was going straight back and causing a vacuum some three inches wide on either side of the rudder trailing edge rather than flowing over the rudder surface. This caused the rudder to constantly seek the airflow from side to side, causing the nose to yaw from side to side. The rudder pedals were constantly moving back and forth. Tom Theisen of Chapter 301 came up with the suggestion of vortex generators to disrupt the air back to the airfoil as used on the jet aircraft. Terry Dummler, a fellow member employed with United Airlines,
of the plane constantly wanted to
explained the use of the generators
Correcting A Yaw Condition By James R. Phillips EAA 23606 7745 W. Woodard Circle Denver, Colo.
in more detail and it was decided to give them a try. Some .020 in. aluminum clips were made, bent at an angle and three were installed on each side of the trailing edge of the fin and offset about 20 deg. to disrupt the airflow. It was found that this was far too much and caused a turbulent effect on the whole rear end of the fuselage,, so the clips were set at about five deg. incidence and this proved to be about right. The effect was unbelievable; the yawing problem was cut down about 75 percent with more rudder effectiveness. A total of four clips were put on each side, about four inches apart, which seemed to be about the maximum effectiveness available for this plane. The condition has been corrected to where it is not noticeable, and the plane is quite directionally stable. This may not be a total answer to every yaw condition, and I believe widening the rudder leading edge as described in a previous article on flutter prevention would accomplish the same purpose to a better degree. However, this proved to be a good substitute if one does not desire to rebuild an entire rudder surface.
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