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That's some amazing work, very impressive. I just had a quick scan through and I'll read the whole thing later.Don't mind him. He's our self-appointed wit.
Tony Hill would be your best bet for an answer but he hasn't checked in for some time now. Check out his thread here: 1:1 Spitfire K9817 Cockpit Build
You are half right!Don't mind him. He's our self-appointed wit.
Tony Hill would be your best bet for an answer but he hasn't checked in for some time now. Check out his thread here: 1:1 Spitfire K9817 Cockpit Build
Give me a clue as to how I go about working it out then ?The aileron throw is easy to work out in degrees at the stick. Elevator throw more difficult. But it is surprisingly low. Not as low as a Hurricane. On a spit controls are not well harmonised as say, a Mustang. On the spit roll forces are quite high, pitch not so.
Hi everyone, first post.
I'm starting to build a Spitty cockpit for flight sim purposes and while I've got much of the information I need, I'm running into problems finding out what the control throws are for the column and the rudder pedals. They can be expressed in any way, as a distance between two points, an angular measurement - just something that will allow me to design the correct travel into them.
While I think about it, I also need to know how many turns the rudder and elevator trim wheel turn, from one extreme to the other. I've managed to find a modern drawing of the scroll on the elevator trim wheel which drives the indicator on the instrument panel and that suggests 5 turns, but I don't have any confirmation.
I think I already own all the modern books on the Spit which have technical information in them ( I think ! ) - including Spitfire Engineered - but none of them have drawings or extracts from the appropriate manuals, so if anyone can help I'll be very grateful
Thanks a lot for that link, I'd never thought about the NACA server. That document is going to be a huge helpI think you;ll find what you're looking for (And more) from NACA Wartime Report NACA-WR-L-344, "Measurements of the Flying Qualities of a Supermarine Spitfire VA Airplane", published 1 Sept, 1942, available as a PDF from the NASA Technical Reports Server. (Be careful, it's easy to go down multiple rabbit holes there.)
The ailerons elevators and rudder were changed at various times on the Spitfire, but as far as I understand it the movement of the "stick" and its effect on the plane varies with speed and altitude. In the many flights taken by celebrities in the dual control Spitfire they showed that at a normal speed just applying pressure not any movement on the stick will make it dive and climb when trimmed for level flight. A the other end of the scale, in a high speed dive no one has the strength to move the stick at all.Thanks a lot for that link, I'd never thought about the NACA server. That document is going to be a huge help
Well, you've made an interesting point there. I flew a dual control MKIX last year ( does that make me a celebrity ?The ailerons elevators and rudder were changed at various times on the Spitfire, but as far as I understand it the movement of the "stick" and its effect on the plane varies with speed and altitude. In the many flights taken by celebrities in the dual control Spitfire they showed that at a normal speed just applying pressure not any movement on the stick will make it dive and climb when trimmed for level flight. A the other end of the scale, in a high speed dive no one has the strength to move the stick at all.
The stick movement limits don't vary, but the force feedback from the control surfaces do, This can be modified by the use of servo tabs on the control surface to act to reduce control forces, or anti-servo tabs to increase control forces - it's all a balancing act. As the speed range of airplanes got larger, the use of mechanically linked tabs became more and more complicated, with the addition of springs and cams and such to make it manageable in the cockpit.The ailerons elevators and rudder were changed at various times on the Spitfire, but as far as I understand it the movement of the "stick" and its effect on the plane varies with speed and altitude. In the many flights taken by celebrities in the dual control Spitfire they showed that at a normal speed just applying pressure not any movement on the stick will make it dive and climb when trimmed for level flight. A the other end of the scale, in a high speed dive no one has the strength to move the stick at all.
I'm intending for the control column to mimic the forces that the pilot feels by using a force feedback system based around electric motors. I was going to contact a Swiss company called Brunner who make force feedback control hardware for commercial flight simulators, even though their prices require you to be sitting down with a trained nurse on standby when you read them. It's sort of like " if you have to ask then you can't afford "The stick movement limits don't vary, but the force feedback from the control surfaces do
I'm pretty sure that should be 20.5 degrees either side of vertical, for 41 degrees total ?the column was tilted 11 deg towards the pilot in the "neutral" position. For aileron control, it tilted 41 deg to either side of neutral. that's all I got, from the MkV manual