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. 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: There is no corkscrew effect of the slipstream on a  PPC because it does not have a tail in the propeller  prop blast. 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. 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  Weight, Load and Speed Changes Turning Effect 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). Figure 2-29. Forces differ between gliding and level flight. 2-15