# 论文代写－P因子和陀螺仪因子

论文代写-P因子和陀螺仪因子。P因子被用来帮助解释飞机的偏航运动。人们发现，在攻角大的时候，它们会向左移动。因此，在情况下顺时针旋转螺旋桨。它是由向螺旋桨右侧下降引起的。它被发现有一个更高的角度被发现是相对于迎面而来的空气。这产生了更高的空气流量，并导致推力，导致更高的上升叶片。争论的另一个重要变量是陀螺仪的表现。这是当旋转的物体被力分散时，它在轴上运动的趋势。发动机和螺旋桨被认为是一个大的陀螺仪。这种陀螺进动在as飞机中被发现是最小的。这是几乎所有商用飞机的共同特征。接下来论文范文论文代写-P因子和陀螺仪因子分享给留学生阅读。

The P factor is used to aid in deciphering of the yaw movement of the airplane. It has been found that they move towards the left in times of high angles of attack. Accordingly, in the case of clockwise rotating propeller. It is caused by descending towards the right side of the propeller. It is found to have a higher angle of attached that is found to be relative to the oncoming air. This generates higher air flow and causes a thrust that leads to the higher ascending of the blade. This cases the blade to move towards the left. It causes the airplane lesser airflow and thrust. The propeller are found to be centered to the aerodynamic place. This induces further yaw movement. This causes increase in the angle of attack or the increasing power. There is an increase in the airspeed and a decrease in the angle of attack. This causes the right rudder to maintain a coordinated flight. This is found to occur only when the propeller is not meeting the airflow head on. In the case of the aircraft moving down in the run way, there is found to be higher angle of attack. This is the same with the case of tail draggers. This causes the tricycle landing gear of the aircraft to maintain level attitude on the take off. There is little P factor in this case. In the case of negative angle of attack, the yaw moment will move towards the right and the left rudder will be used to maintain a coordinated flight. In the case of negative angle, the probability of the event is quite low. This is found to be the same in all the cases. Nevertheless, the effect is found to be weaker in the case of prop wash.

Another important variable in contention is the gyroscopic presentation. This is the tendency of the spinning object to process or move about the axis when it has been distributed by force. The engine and the propeller are found to act as a big gyroscope. This gyroscopic precession is found to be minimal in as aircraft. This is a common feature that is found in almost all of the commercial aircrafts.

Owing to the close proximal definitions, it has been often assumed that these two variables are the same. In reality, they are two different factors that are equally important and need to be considered in the case of propeller technology.