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## Turning Effect 

Torque is a reaction to the mass of the turning propel- ler. If the propeller is turning to the right, the reaction is for the cart to want to turn to the left. Therefore, a right turn is sometimes designed into the PPC system to counteract the torque. 

PPC manufacturers compensate for this with various designs: 

1. Dual (counter-spinning) propellers. This is an ideal way to counter prop torque, but counter- rotating gearboxes are complicated, more expensive, and weigh more. 

2. Different riser lengths. On a clockwise-turning propeller, the left riser is longer than the right. 

3. Swivel the wing attachment on a tilt bar above the cart. 

4. Adjust the PPC frame (longer on the left, shorter on the right) to compensate for the engine torque (for a clockwise spinning prop). 

Additionally, P-factor, as discussed in the Pilot’s Handbook of Aeronautical Knowledge  can be a factor, producing a left turn if the nose of the cart is too high 

through improper CG balance of the PPC. Rotating propeller gyroscopic action can also produce turning tendencies if a force is applied which would deflect the propeller from its existing plane of rotation. 

There is no corkscrew effect of the slipstream on a PPC because it does not have a tail in the propeller prop blast. 

## Weight, Load and Speed Changes 

Greater load factor creates increases in speed. For un- accelerated and stabilized flight there are only slight variations in speed for different flight conditions. [Figure 2-29] For an 800-pound PPC in gliding flight, both the lift and drag components support the weight of the PPC (lift is 759 pounds, and drag is 252 pounds, with the resultant 800 pounds vertical force). 

In level flight, the PPC does not have the vertical component of total drag to support the weight so ad- ditional lift must be generated through speed or angle of attack increases. 

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