MacTuc, the
hard bit is when you do the same exercise inverted! (Being inverted requires
opposite rudder.)
The exercise is a good way to back up the theory on adverse yaw, as anytime the ailerons are deflected, you need rudder to balance the aircraft - even with assymetric or frise ailerons (i.e. on Piper or Cessna light singles.)
Along with explaining adverse yaw, I would describe the balanced turn thus:
[quote]If we performed a turn at 0° angle of bank (holding up model aircraft in a flat turn), then you can see that all of the control input would be from the rudder (wiggle rudder on model, and ignore secondary effects.) OK?
If we performed a turn at 90° angle of bank (AoB), (holding model), then you can see that all of the required control input would be from the elevator (wiggle elevator on model, and ignore the fact that, as there is no lift, a level balanced 90° AoB turn is impossible) OK?
So ... when we turn at an AoB somewhere between 0° and 90° (usually 30°), then
while established in the turn, we need some elevator (backstick) and some rudder (with the turn) in order for the aircraft to remain balanced.
Now to introduce the entry - when rolling into the turn, deflected aileron needs coordinated rudder
and we are starting to turn, which needs rudder as well.
In the turn we need rudder as explained above.
Rolling out of the turn we can relax the rudder, as the opposite aileron requires opposite rudder to balance, canceling out the rudder still required for the turn.
.. so in a standard turn, the rudder requirement is: Lots of rudder to roll in, a little rudder during the turn, relax the rudder rolling out.<hr></blockquote>
Hope that helps, and isn't telling anyone stuff that is too obvious. <img src="smile.gif" border="0">