It would appear to me that there are people here who clearly do not look out of the window when flying their aeroplanes or if they do, they do not know what they are looking at.
There is a significant amount of adverse yaw during a steep turn in a 150/152, not so much in a warrior or arrow but it is still there especially in the roll out.
If you take the time to observe what happens you will see it.
Thank you for the confirmation FF.
Secondly the amount of rudder depends on the power setting,
eg if you are on the approach in a cross wind landing with no power in a 150 you can end up using full rudder to be straight in a wing down approach, however, if you use a higher power setting and it can be as much as 1700 rpm (speed stable at Vat) the the amount of pedal movement is half that.
I only use this example as I find amount Rudder/Power Setting co-ordination the hardest for pilots to remember do naturally.
They tend to use too much on the upwind/crosswind turn at a high power setting, and not enough on the base/ final turn at a low power setting.
These are not 'my personal views' I was taught and continue to learn from a very well known and experienced Commercial/IR/FI instructor who despite having the odd controversial view is nevertheless correct and proved this to me time and time again as I was sceptical and always followed the CAA line.
When I left the UK to fly in the Seaplanes and stuff in Canada, all the techniques I have described were confirmed by the old experienced bush and seaplane pilots who had not spent 2000hrs flying round in circles in the right seat at the same aerodrome on sunny days.
You try doing 50kt Canyon turns over a lake at 100' in a C185 or Beaver without gently leading the rollout with the rudder, you won't do it twice.
Beagle, personally if the extent of your vocabulary as a discussion contribution is using bad language, censored or not I am not surprised that you didn't understand the point I was making. A simple 'I don't agree' would suffice
Mr Magoo perhaps you have concrete blocks in your flying boots. Use a little finesse in the co ordination perhaps.
Axill, I refer to wing drop caused by turbulance not stall
try an approach without touching the control column, it is usually a lot smoother both laterally and directionally.