Alle Bemerkungen sind O.K. für moderne Flugzeuge. Die Gestaltung der Ju-52 ist aber von 1932. Um die Ju-52 sanft zu drehen, braucht es Erfahrung.
Die besondere Fliegeigenschaften sind stark von den folgenden Faktoren beeinflusst:
- Grosse der Flügelfläche (110 m2),
- V-Winkel der Flügel (um den Roll-Effekt zu kompensieren)
- Länge des Rumpfes
- Lage des Gravitationszentrum
- Relevantes Drehmoment der 3 Sternmotoren
- Hohe Luftwiderstand durch den Wellblech
Der Ford Trimotor von 1936, obwohl er mit ähnlichen Material gebaut wurde, zeigte bessere Fliegeigenschaften und konnte sogar auf die Flaps verzichten.
Ich kann nur empfehlen das Internetbuch “See How It Flies” von John S. Denker,
http://www.monmouth.com/%7Ejsd/how/h....html#contents
Interessant sind die Kapitel 8.8 - 8.9, 9.1 - 9.3
A proper turn consist of two ingredients: a MV-turn and a heading change. In an idealized ``basic'' airplane, you would use the ailerons to bank the airplane and lift the MV around the corner, and you would use the rudder to change the heading and combat adverse yaw. In a typical modern airplane at cruise airspeeds, deflecting the ailerons alone creates a fair approximation of the proper torques in both directions (roll-wise and yaw-wise). In all airplanes at low airspeeds, proper rudder usage is vitally important.
The basic rule is simple:
- if you are rolling to the right, you must apply right rudder;
- if you are rolling to the left, you must apply left rudder.
The amount of rudder will depend inversely on the airspeed.
Now let's see what happens while the airplane is in an established turn. In particular, let's consider an airplane with a fairly long fuselage, flying in a fairly tight turn. There is no way that the airflow can be lined up with the front part of the fuselage and the back part of the fuselage at the same time. The fuselage is straight, and the path through the air is curved. You can't have a straight line be tangent to a circle at two different points. You have to choose.
It is interesting to combine this with what we learned about long-tail slip effect in the slow, steeply banked turn in the glider, you would be holding nearly full inside rudder (to prevent the long-tail slip) and nearly full outside aileron (to counteract the overbanking tendency). If you are not expecting this, it will appear very strange. You are holding completely crossed controls, yet the turn is perfectly coordinated. You can confirm this by observing that the slip string is perfectly centered.
Pierino