The myth of spiraling slipstream?

[nauga]

What am I missing? It is 65 years since I studied this, so may have forgotten something...

Disproof by example: In a flat turn (wings level skidding turn) with the same turn rate as the illustration the centripetal acceleration and gravity will be the same values presented in the drawing, but lift will be equal to weight, *normal* acceleration (vertical WRT the airplane) will be zero, and the load factor 1g. Simple to demonstrate if you have an accelerometer in your airplane.

Turn the airplane in the illustration upside down and consider an inverted ('outside') turn at the same conditions. The math works the same, giving the same result as the example, but the true load factor on the airplane will be negative.

Symmetric lift causes normal acceleration, lift divided by weight is load factor.

You guys are missing the myth. In a fixed reference frame, centrifugal force is a fictional force; what really occurs is centripetal force.

and neither centrifugal nor centripetal *force* are measured in g's as shown in the drawing.

Nauga,
who has been framed

 

[geezer]

No matter how old I get, I am still learning.

 

[bentmettle]

I purposely didn’t mention his name, hoping he was a member of pilots of America and would defend his own reasoning.
It looks like the editor of AOPA magazine has also vacated their backing with the following statement “we have removed the original article from our online archives and do not endorse its conclusions.”

I am mildly necroposting, sorry- I just started multi and I am in the "I loathe how slipstream is taught and depicted camp" and started to do some research and this thread popped.

Appreciate the link to the article, or mention - a friend sent me the text and the author has their own website with the article, verbatim, on it. I found it at best confusing *laugh*

Why doesn't P-factor create some offset airflow that has a higher velocity on the right side of the fuselage than the left and effectively lower the pressure on the right side compared to the left?

 

[FastEddieB]

My recollection is that P-factor is only present when the prop axis meets the oncoming air at an angle, typically at high angles of attack. Where one blade moving down “bites” more air than the other, causing asymmetrical thrust. In cruise it should not be a factor.

 

[Dana]

P-factor, or asymmetric blade thrust, is just one of the four factors that cause a left turning tendency. The others are spiraling slipstream, torque, and gyroscopic precession. The relative strengths of each depend on the flight condition.

 

[flyingcheesehead]

Why doesn't P-factor create some offset airflow that has a higher velocity on the right side of the fuselage than the left and effectively lower the pressure on the right side compared to the left?

Would it be higher velocity, or higher mass? The prop is taking a bigger "bite" of the air, but it's not accelerating that air significantly more, is it?