Use the Throttle

Igor posted a picture of a centrifugal system to goose the throttle during flight. Apparently centrifugal force may not be the right mode of operation.

Given that heavy use of flaps adds a huge drag buildup, has anyone experimented with coupling the throttle with the elevator to boost the power during high drag maneuvers?

A long time ago(I hate to say) I saw a little diagram in one of the Hints and Kinks columns for a way to do this. They used two pushrods(one off each side of a cross-shaped bellcrank) coupled to the throttle pushrod with a sliding connection. either up or down would open the throttle a bit. Never saw anybody do anything with it, but it seems now that it might really work. Especially in a heavy plane with an heavily loaded wing where the flaps were doing a lot of work.

>Igor posted a picture of a centrifugal system to goose the
>throttle during flight. Apparently centrifugal force may
>not be the right mode of operation.
>
>Given that heavy use of flaps adds a huge drag buildup, has
>anyone experimented with coupling the throttle with the
>elevator to boost the power during high drag maneuvers?

Yes, back in the 1980 time frame, Scott Bair had an exhaust throttle coupled to the bellcrank. It opened the throttle whenever the bellcrank was deflected.

A conventional carb is *way* too slow to react. The exhaust throttle is the way to go. Of course, now we have a automatic exhaust throttle, i.e. tuned pipe, that acts similarly.

Friend of mine tried also bellcrank on spring coupled with carb (measuring line tension), but all of those tricks are really too slow. The advantage of pipe is that it acts at fist stroke after slowing down, it enough if the exhaust is closing little slower, the pipe adds power to first upcoming combustion. I heard that the pipe is too slow because it needs to "jump on". In reality it not needs any "jump on", "jump off" - it is secondary effect of acceleration / decceleration.