What makes our flight controls different
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- čas přidán 14. 07. 2024
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In this video, we dive into the flight controls for the DarkAero 1 and some of the recent work we’ve been doing to refine the control system before flight testing. We discuss the split rudder design, how we packaged the controls into a small airframe, and the interesting material we used to counterbalance the ailerons and elevators.
DarkAero Courses: darkaero.com/courses
0:00 - Intro
1:05 - Controls Walkthrough
4:44 - Controls CAD
8:31 - Controls Requirements
11:39 - What's Next?
Also check out:
DarkAero 1 Aircraft - darkaero.com/aircraft
DarkAero Services - darkaero.com/services
DarkAero Apparel - darkaero.com/shop
More information on DarkAero can be found on our website and other social media accounts:
www.darkaero.com
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/ darkaeroinc - Věda a technologie
It's remarkable to see just how consistent the entire skin of the aircraft looks, the machined tooling has paid off so well.
Most aircraft of this scale have noticeable waves and irregularities just all over the surface
It's bright white, lol.
@@FarmerFpvplenty of other white planes out there
A&P pilot here, can’t thank you enough for all of the knowledge you’re giving! Keep it up and can’t wait to see the first flight!
This whole project is phenomenal. I wish you lads the very best of luck in the future!
One of the potential problems i have concern about is the spin recovery characteristics. The split rudder and location of the stabizer and elevater seem to be in positional relation ship to the rudder to cause "blanking" of the half rudder because the opposite half stays in neutral
Always a great presentation…
Tungsten makes an interesting choice. Density, and doesn’t corrode at ordinary temperatures of aircraft operation…. And not soft like lead.
There is a recent AD for these elevator balance weights on a popular airplane because the weight was cast in a tube… and corrosion formed between the lead and the tube…. The corrosion forces expansion and the weight tries to fall apart. The problem took 20+ years to appear… but, once started the rate of oxidation increases, exacerbating the problem…
Go DarkAero!
😃
We designed split rudders into the Lynx suborbital space plane we were developing at XCOR for similar reasons- it allows speed brake function and also was much simpler to actuate given their locations at the wingtips. We were also able to include a slight preload against the stop to provide greater resistance to flutter, important in a supersonic aircraft.
Great video, as always. In addition to clearly explaining the basic operation of your control system, I especially liked how you quickly touched on the considerations that went into the design; such as goals to minimize friction, backlash, compliance, and weight while also ensuring easy of service.
Your explanations are always so good and easy to understand, great project!
This project is hugely inspiring, you guys rock! Cheering you on
Great explanations and great looking airplane! Reminds me Mike Arnold's AR-5.
Thanks a lot for sharing
Your project is next level. Love it!
Can't wait for the first flight. Amazing work guys.
I never tried the split rudder although I thought a lot about it. I have flown canard aircraft so I understand the speed brake part of it. Good job! Also it looks like you have some differential in the ailerons. Very good! Something I did a lot was flattening and widening the aileron counterweights so they tuck up inside the wing tips only when the aileron deflects down but the weight enters the wind stream when the aileron deflects up. This adds some parasite drag to the to the up aileron side of the aircraft thus reducing the amount of rudder required to maintain coordinated flight. It's good to see some young people that know how to think out good design. Keep it going and be careful. Thanks for the videos!
The split rudder is so sick
I agree. I imagine there's a small aerodynamic penalty to using split rudders. I'm pretty sure the split rudder has more drag in use than a conventional rudder. Having a speed brake likely makes any loses worth it.
Was wondering if that could be a replacement for ... flaps. Thoughts?
@@fdelacou- It could replace flaps for giving drag while reducing altitude without gaining airspeed. Won’t add lift for slower takeoff and landing speeds though.
No! Not sick but good!
@@fdelacou NO. Flaps increase lift and drag, important to minimize and bleed KE during landing. Lift is critical for this. Flap extension is typically not allowed at high speeds due to high loading they can create.
Great video as always!
I used to fly the SAAB 340 and it had the most amazing redundant elevator system. Basically the left control column controlled the left half of the elevator and the right control column controlled the right half of the elevator. Normally they'd work together as one unit as there was a friction and mechanical plate that meant that if one side moved the other side moved as well. But crucially if part of the system jammed you could overpower the linkage between the two sides and still be able to operate at least half of the elevator. I always thought this was an amazing way to provide redundancy.
Very interesting rudder design, really clever double identity for a rudder. However, even though I don't see this bird doing dive bombing, the dive bombers in WWII also had an air brake, which didn't work until they poked it full of holes. Before the holes, the dive flaps ripped themselves off the airplane in some dives. There's going to be quite a vacuum in between your rudder panels. They're also small, unlike the surfaces of a dive brake, so making them work without unexpected consequences should be easy. Holes near the very front of the control surface should do, and won't interfere with the forward flight aerodynamics of the surface, but it will do the pilot and structure a favor. They can be made as decorative as they are functional.
I was going to mention the drag. If you need to fly with a trim, you'd be flying with a parasitic drag. Anyway, yours went well beyond that!
They didn't have carbon fiber back in WW2. But it is a good idea if they need to.
@@LawyerPapa Ouhhh thats a solid concern.
Always informative guys!
The independent rudders are great. A very safe way to operate a speed brake without forgetting the boards are out. Yes, this happens, even with highly trained and experienced airline pilots they forget to stow the speed brakes.
This plane looks so good, love your vids, thanks
thats awesome! i have to put this rudder into my next rc model thanks!
Nice, heim joints, bell cranks and torque tubes, with not a whole lot of translation, so backlash should be minimal. You might want to also mention that the control surface weights, by projecting up into the airstream forward of the hinge point, also help manage control forces at higher airspeeds.
The split rudder works VERY effectively as a speed brake, I use them this way all the time on my Cozy.
I am curious what you're using as a rudder return spring - it looks like you're using push-pull cables to actuate each rudder, but I don't see space inside the rudder for a spring assembly - is it at the pedal end? If so, how do you plan to prevent buckling of the cable in push near the pedals if there is resistance at the rudder end? You'd need a decent sized spring to overcome the friction of a push/pull cable that long.
Do you engage the brakes master cylinders only after you get full rudder pedal travel? How do you ensure you can land with the rudders deployed, but without the brakes deployed? (I'm assuming the nosewheel is full castering?)
Lastly, I didn't see the roll servo, I'm curious as to where it's going to end up - it looks the only practicable place is behind the seats?
- How I heard it, the rudders are independent - with only a pull cable (spring return to centre) - ??, is the rudder deviation only from centre to full lateral deflection (left or right) ? - OR having no centre stop, the lee side rudder (low pressure) just follows the pressure side (half) to full deflection under spring action? - using the airbrakes on a steep straight-in approach sounds kind of similar to balancing regular toebrakes for yaw control, from the sound of it.. hmmm...
Some high performance lightweight RC craft also only use a (single acting) pull cable (kevlar thread/kite-line often used) for tail unit control, the tension is maintained by spring tension as is full tension deflection - balanced by servo force - (spring-pull rudder and elevator - no tensioning problems or slop can intrude)
I think they're making a mistake with the split rudders in the way they have them designed. They really need to follow each other at least somewhat past centerline for the first third of their travel before splitting, with canard aircraft a little misalignment doesn't come with a drag penalty but it certainly will with a split rudder, and especially so with conventional tractor configuration slipstream hitting the vertical. There will only be a single speed and throttle setting in which the two rudders are streamlined and together, the rest of the time one or the other will be split, meaning you'll always have a small amount of airbrake deployed. The rudder pedals should also be interconnected in their movement with airbrake function as a separate lever to actuate that simply moves two pulleys to shorten the rudder cables. This would allow standard toe brakes to be used instead of pushing the pedals to the floor and forcing the airbrakes open in order to make the toe brakes work, or having to use the dreaded piper style hand brake. You may not always want to use brakes with the airbrake deployed for whatever reason, and not being able to put any pressure on the rudder pedals during flight to avoid deploying the airbrake is going to suck.
Really proud of you guys, I have been following you guys for 3 YEARS. If I get a visa to the US, I must come and visit you guys. The consistency is amazing.
The Long EZ 'rudders' are somewhat required to be airbrakes, since they use a different principle to normal rudders to yaw the plane.
Normal rudders apply lateral lift to the tail to pivot about the center of gravity. Since the Long EZ rudders are more to the sides rather than behind the CoG, the force required to pivot around the CoG is almost straight backward, ie, drag. And they need to be differential so that their is a net torque.
If the EZ rudders were set up to act in unison, in the same direction, you would find that it would barely yaw.
edit: I checked my plans and the Cozy definitely has a shorter rudder moment arm than a comparable 172, previous comment deleted. oops!
The LongEZ and Cozy both place the rudder aft of the Center of Gravity. Rudder deflection yaws the aircraft in the conventional sense. Yaw control also benefits from some increased drag located far outboard. But the drag increment is minuscule compared to lift increment from a deflected flap. This is self evident in all flapped airfoil wind tunnel measurements.
I have now watched every one of your videos, some more than twice. Its wonderful to witness the evolution of modern design and materials taken to their absolute limits for your mission. The videos are so informative, easy to understand, and the plane is absolutely gorgeous.
When it comes time for a DarkAero II, how do you feel about a plane with a 55mph stall speed, fixed gear, fixed pitch prop, 200mph cruise, similar mega-range? Come on, add a couple of feet to the wing, a couple of inches to the cockpit, use that UL520T so we can outclimb the weather - this will be an rv-14 killer. AKA, something us mortals can safely handle and still get insurance for (not to mention have a better resale value)... Just food for thought, keep up the good work, and keep the videos coming.
Man. She is really coming together nicely.
I really can't wait to see how that split rudder works out.
Seems like a great way to add drag when you want it to slow down such a slippery plane.
Ngl, I love everything about the split rudder aside from the control scheme you've selected. Conventional rudder pedals (push one and other moves opposite) with a seperate speed brake lever similar to what youd see on a jet's throttle quadrant would be much better as far as avoiding inadvertent speed brake application and making the transition from other aircraft more seamless.
ngl, yeranidiot see my comment above
Impressive work.
excelente video, keep it up
Beautiful thinking . It made me happy as same as seeing Beautiful paintings
That is a pretty sweet looking plane! ✈️
Can't wait to see it fly.
You guys are SO LUCID. Actual role models
You guys are awesome! Everything is very well thought out. The split rudder is a great feature. Using it to slow the plane down is very nice. I have to ask, in turns, does the other half, the straight half, hinder the turning ability of the turning half, enough to notice? Do the halves open up enough to maybe offset any drag? Again, great job! I hope to have the money to buy one of your airCRAFT one day! Take care
8:15 i've always wondered why more planes don't have that, its like a really easy way to reduce speed. glad to see the team incorporating that design into your aircraft though, keep it up.
Such a gorgeous plane
Mmm ok
Was wondering about flaps. Glad I'm subscribed (11:40).
Interesting rudder/spead brake. One thing I wonder about is propeller slipstream. On the Rutan canard airplanes the vertical stabs and rudders are outside the spiraling slipstream. On the DarkAero, it will be in the slipstream. I'll be interested to see how you deal with that, as well as rudder trim. My understand (which could very well be wrong) is that on the Rutan canards, the rudders on the winglets is more about creating drag rather than lift. Same goes with split style of flaps on other airplanes. I'm not an aeronautical engineer so I might be all wet... I'd like to see your split rudder act more conventionally with the rudder pedals and have a separate mechanism to split them. Kind of like the A-10 ailerons do. Hmmm... Or.... Leave the rudder conventional an put the speed brakes on the ailerons just like the A-10's!
Keep up the good work.
I agree with you. Rutan design is based on drag. In conventional control surfaces it’s the back side of the control surface that moves the airframe. It’s a wing you might say creating lift. Left rudder input means the right side of the vertical fin and right side skin of the rudder making a positive airfoil moving the tail in the left direction. I question if this will work well. I’m not an engineer but have been designing and building model aircraft all of my life for 50 years or so. Have studied design for decades. I guess we will know one day. Great project!!!
Love these videos. Would you be willing to do a video on the business model/plan? Curious how you see the DA fitting in around the Lancairs and RVs of the world
Cool. Please get into more details.
I can't wait to see it in the air.
I am really not impatient for this project to be done, as your videos are so educational and well made. Thanks !
Very cool, congrats on the innovative design! I'm still looking forward to HS taxi testing/ TO roll testing. I looked at the similarities/differences between the DarkAero and a TBM for TO roll (for P-factor). They are somewhat (loosely) the same. The TBM has a large rudder, and needs it to hold center line on TO. It will be interesting to see if the split-rudder will also hold center line at full TO power. I'm rooting for you guys! 8) --gary
The most advanced airplane 🛫 today 🛫🤙🏻🏆☝🏻💪🏼 looking forward to more videos ty
I would love to see the pedals in the cabin to see how the brakes operate with the split rudder system. Please include that in a future video!
Seems like it would create a lot of drag in normal flight with the split rudder. Example: prolonged right rudder on climb out leaving the open-V trailing vertical stab.
Seems so to me too. What say you guys?
Speed break is cool, also wondering why both rudder halfs don't both go left/right?
The rudder deflection to trim the aircraft in climb or during normal maneuvers is small. The drag of the split rudder isn't much different than a conventional rudder for small deflection angles.
@@DarkAeroInc Thanks for the reply! So loving the epic engineering quality of this project ❤️❤️❤️
@@DarkAeroInc Since the rudders are the speed brake, can you turn on the ground and speed brake at the same time like a short-field landing?
What about ICING inside the split rudder design? Will you test the push force overcoming ice adhesion? Another option is adding heat for safety. Love the concept, but Ice and Breaking concern me.
Very good point.
How is ice going to get inside an aft-facing gap, when it is closed together for the entire duration of the flight?
Amazing video as usual. Just curious to know which camera do you use? The auto focus is sharp, fast and accurate.
In 1965, the Payen Arbalète PA60 was already using such a system that inspired Rockwell for the space shuttle...
This is pretty slick. You combined the dual rudders of a Rutan VariEze into a single unit. 👍
Edit: I should have finished watching your video before I commented. At the 8-minute mark you talk about the VariEze.
You say that it's kind of complex but it's about the most basic way you could do it with hard mounted components.
Nice work.
I didn’t hear anything about designing out flutter? This is of great technical interest to me. It is also the practical speed limit for many airframes, assuming they have lots of hp like this one. Would especially be applicable to high powered turbo normalized aircraft
Thing of beauty.
I am predicting the rudder will be changed after flight tests. It would be more sensible to let the split rudder stay together as it moves left and right and only opens up when a speed brake is actually required. Easy enough to do with a mixer.
On an aircraft designed for utmost efficiency, getting a drag brake opening every time you use the rudder makes no sense.
They would be wise to have a plan B.
As always the ailerons will create some adverse yaw that will have to be counteracted by rudder. Unfortunately the split rudder is going to cause a lot of drag during routine turning.
You might want to consider a lockout for the split rudder for takeoff and climb. Canard flyers of various makes have had issues during engine outs of panic stomping on both rudder pedals, exacerbating the emergency. This is of course, alleviated with training. Also, a lockout would keep the passenger from inadvertently inputting while shifting their position, ect.
Does a control lockout not have its own safety challenges?
You wouldn't want to lock out the rudders during takeoff, climb, or any other phase of flight since they are required for directional control.
@@DarkAeroInc only lock out the split rudder functionality. When locked, it should behave as a conventional single rudder
The ability to flip a switch to convert the rudder(s) into a single control surface would inherently be safer. (If this function is actually desired) Failures to the pins/flanges shouldn't lead to any particular dangers.
@@codeforge3301 This is what I meant to convey. Thanks.
Clever design choice with the split rudder/airbrake. For better or worse, this style of airbrake doesn't reduce lift when deployed. Wing spoilers have the benefit of increasing tire traction, although I suppose they have their own concerns, such as difficulty in packaging without a drag penalty.
I'm curious how the split rudder's drag compares to a hinged rudder at modest deflections (e.g. trimmed for P-factor at cruise).
We need so many more videos. Just normal everyday stuff. These are awesome
Is there an expected loss in rudder authority with your design compared to conventional designs, since only half of the rudder deflects with say a right rudder input. Wouldn't the fact the left half of the rudder remains within the line of the airflow "block" some of the airflow from adhering to the interior side of the deflecting right rudder and therefore reduce effectiveness?
It looks like it shifts the air flow point of indecision on the leading edge so that more air will flow over the clean side and move with higher speed giving more lift. Will it be _efficient_ and forceful enough for fighting *repeating* turbulent air gust rapid wing rises or more importantly immediate effective and powerful spin recovery? Imagine an inadvertent spin at aft C.O.G. with those pretty, narrow wings.
Tungsten? Depleted uranium would be more fun. It's good enough for a 747! ☢
I'm guessing it's a little more tricky to obtain...
@@LesNewell Obviously. Tungsten is the logical choice 🙂
So impressive. Range and cruise speed are unmatched. I'm a simple RC pilot. But enthusiast or not, who doesn't think this thing is awesome!?!?
I'm excited for DarkAero! Approximately when will the maiden take place?
You won't get an answer..five years in so far
Great work in there, thanks for sharing this video. One question, why choose one split rudder movement to stop in the yaw and not make it all the way together with the other part? Wouldn't this create a greater drag while yaw?
Cant wait for the maiden flight! Do u guys have a date in mind when that will be?
You should reconsider the current rudder actuation. As @aaronhammond7297 mentioned in a comment a few days ago the Long EZ 'rudders' are somewhat required to be airbrakes because the force required to pivot around the CoG is almost straight backward, ie, drag. Which is not true for your design. Every time one will actuate the rudder it seems that it will also create some serious drag, due to rudder's size. Considering that you designed the plane for speed, that's a major oversight. Sometimes being different is not being better. You can keep the split rudder design, but the halves should move together, unless the brake is actually wanted and applied intentionally some other way.
Nice one! Guess next month the video will be about flaps and trims? And what about the antennas? I’m really curious about those…
From the first minute of the video I was wondering the same thing. Where are the flaps and trim tabs?
they have been doing this for years, never seen anything fly.@@rmarsh3309
Very nice project. I would not do split rudder, I think it mostly generates drag not yaw moment. For EZ planes "draggy rudder" works because of different location of the rudders.
Yes. Serviceability is flight critical!
Looks las though it'll be a nice, crisp handler. A little bit of friction in the systems isn't bad as a damper of oscillations. It will be interesting tosee how you handle trim, and how you achieve differential on the ailerons.
Regarding the split rudder.. my basic comments would be pretty much the same as the others commenting - interesting, but not necessarily a good idea.
I fly a Long EZ, at much lower speeds what you will be flying. 160 kts, max. when descending with full power :)
Except for takeoff and landing (65-90 kts) I don't use my rudders. No need for that, with the arrow shaped wings of the Long EZ it keeps straight, even at takeoff.
If I try to use them, at cruise speeds, 128kts with my setup, it takes considerable effort to press down on the rudder pedal. I am guessing it will be for the DarkAero too, since a split rudder is not balanced at all.
When used as an airbrake, in my Long-EZ it introduces a fair amount of unstability - both rudders don't have the exact same deflection - since I am pressing them with my feet and the airfow is not clean over them, at full deflection.
I much rather prefer to use my airbrake that extends from the belly of the aircraft. That is also much more effective on a Long EZ. Though max employable up to 90 kts.
If you haven't yet done it, try to find a Long EZ or other Rutan inspired aircraft (easiest with a side-by side arrangement) and try the split rudders for yourself.
At cruise speeds, in a conventional aircraft you need the rudder to make coordinated turns. In a swept wing aircraft (Rutan style) you almost don't need it.
For airbrakes, if you can deploy your landing gear partially and if it doesn't interfere with the aircraft stability and controllability, the landing gear would make a wonderful and substantial airbrake, with no weight penalty other than the control knob for it.
And I am sure you have made the calculations - what forces are acting on the split rudder at Vne and the pressure you need to push the rudder pedals with you feet.
Every one of these videos teaches me something. You make complex concepts understandable, and most importantly, you give your audience credit for having enough intelligence to follow along with you. Much appreciated.
I like the split rudder as an air brake. But I hope you have considered how the airplane will react in flight with only half of the surface deflecting?
With this, you are splitting the airflow, creating a void of air forming low pressure pocket behind the airplane. This means any time you use the rudder (usually at low speed TO or landing) you are adding a lot of drag, which could decelerate the plane at a critical moment.
Another negative aspect I foresee is that while one side is deflecting, the other side is still in place, acting as a vertical stabiliser. I believe this will negate a lot of the effective yaw control and may require a lot more deflection to get an adequate response.
Just my thoughts. Would love to see how you guys have tested this concept.
The drag force is reduced at lower speeds, and it's likely that the aerodynamic force when using normal rudder input will pull the opposite rudder along (unless the surfaces are blocked from moving across the center point).
Love the plane! One question though, how do your wheel brakes work? Guessing no toe brakes?
You may have covered it elsewhere, but I would be interested to hear about the flutter considerations for your split rudder assembly.
Also, is there a deliberate or inadvertent elevator input when the control sticks are deflected in the aileron axis? I LOVE the control setup, by the way!
@@joelighty409I asked Riley about this in a q & a. He replied that the elevator deflection from applying aileron would be very small and that the pilot would typically add some nose up pitch to compensate for increased bank angle.
Thanks!@@rickhearn5899
Very cool. You didn't mention nose gear steering. How will that work? Maybe include with the secondary controls discussion?
It looks like it's castering (czcams.com/video/H8Ugh2fzd0I/video.html) but this still involves controlling the braking mechanism. I didn't look carefully for past videos on this.
Yes they chose to go with a free castering nose wheel. Steering is handled by differential breaking and rudder at high ground speed.
The rudder is beautiful.
Holy mother of laminar flow look how clean that plane is!
the tail design seems really interesting, I guess that somehow reduce drag?
Great and enjoyable videos. My question is, is the darkaero going to have a pressurized cockpit?. However is the build of a pressurized cabin just dependent on the strength of material only or how is modelling a design for a pressurized cabin achieved, are there computations?
it's much easier to do pressurized with a round cross section like a balloon. This plane is more boxy. It's not impossible but flat parts need very high strength and the canopy edge and latching mechanisms have to be very strong as well. The 'glass' would be thicker too. Or would have less glass, more or a hard top with pillars like a car, maybe.
No pressurized GA plane has been done with a clear canopy afaik but not impossible. Fighter planes have it.
The „torque“ tubes actually designed here, are not really loaded with a torque load, as they do not revolve around an axis that lies in the center of that tube but are rather „bending“ tubes. I would like to see that working as well, but i am a bit afraid that under stress, there will be too much flexing in the controls… flight testing will tell. But my greatest respect for all the design and engineering work done here and the nice documentation… out of your videos i took the inspiration to also use Onshape for my projects.👍🏼 Great tool!
The torque tubes are still loaded in torque, even though they don’t pivot about their central axis. Other aircraft control systems use torque tubes loaded in a similar manner, it works just fine. The loading and motion is similar to a crankshaft in a piston engine, just a longer shaft here.
I love your work. Big fan from your start. But the split rudder makes much more drag than a standard one. You can accomplish the same load but in expense of much more drag than a standard control surface.
My first thought is that I hope that the right pedal is for the right flap the left pedal is for the left flap so that if you push them together it acts like breaks
TECHICAL PTS ONLY
Your rudder is just skin. It should've ribs. Otherwise, it gonna collapse under aero load, locking its hinge, making it catastrophic.
Too many linkages providing failure pts. Trim tabs is another set of failure points...Instead give trim tabs on stick like RC model
Longer control horns proportionally minimize backlash.
I really like the inclusion of the dual yaw rudders as an airbrake as well. glad i found yalls channel and congrats on all the progress
I'd love to see this plane in action, I'm following your journey for a long time.
I'd also love to see it in the Microsoft Flight Simulator
How are you guys running brakes and steering with top mount lever pedals?
And will there be anything in place to ensure that resting on the pedals isnt going to cause constant airbrake?
Also how are you accounting for the need for trim?
How will you handle constant yaw inputs in cruise flight? Won’t a constant split be inefficient?
Like any airplane, the pilot has to learn its quirks. The cork of this is you can't push hard on both of the rudder pedals at the same time
Have you thought of including a toroidal propeller.
Reduced noise, higher performance. Amazing.
Have you seen an aircraft toroidal propellor yet?
A few have shown up in 3D prints for drone props…
But, I haven’t seen anything since the wave of initial interest…
Great question!
Lots of added weight, way out on the nose, creates a lot of design hassle….
It would be nice if it has real benefits…. To match the hassle…. 😃
The DarkAero team would be a great group to make it happen.
I would glue that split ruder together... Other than that, it is looking very good.
Do you have any aileron differential? Have you calculated expected adverse yaw and does it matter? Will the air brake rudders affect pitch or just speed (via drag?).
Any reason you used torque tubes for the elevator and ailerons instead of cables? I happen to be really familiar with a specific aircraft that only uses cables for its flight controls so seeing torque tubes was intriguing. Thanks
Hey does your kit include one of those sweet creeper chairs ?
Are you guys concerned about the pressure drag vector that is opposite the way you are trying to yaw due to the split rudder?
Can you talk a little about how the split rudder is able to handle the high air drag forces when both sides are out?
They mentioned braking forces… for slowing down, or descending…
Or, are you asking about how the structure physically handles the added forces while braking? 😀
@@AC-jk8wq Yea I’m more wondering about the mechanical structure. When that planes going hundreds of miles an hour I imagine the forces are huge and you can’t really see any of the mechanism.
Is there a differential in the ailerons between up and down deflection or is the travel the same? Cheers and good luck.
The side stick is very cool, can't wait to see the video where you explain the autopilot system!
How does the roll not bleed into pitch control? When you move the stick sideways, it seems that the pitch linkage would move a bit forward?
How bad is the performance loss during initial climb when using a lot of right rudder? It seems like you’d be trying to climb with the speed break basically partially deployed if you have a consistent rudder input in
Please explain the split rudder more. I see impact force vs lifting force as one side stays flat (stream lined) while the other is inducing drag. Is the concept the same? Are there efficiencies in stabilization with the split rudder?
I don't get this either. The VariEze uses the split rudder to add a little extra pro-yaw drag out at the tips as well as the normal yaw moment, but I can't see the advantage of this on DarkAero because you're adding extra drag down the centre-line.
With the rudder pedals doing so many things, how do you apply the brakes?