A little Quiz..
 

From a friend:

In steady flight at a constant altitude, your turn coordinator is correctly displaying a slipping turn to the left. Without using the rudder (or relying on inbuilt stability characteristics), suggest two methods in which the pilot may coordinate the turn.

A little Quiz..
 

1) Adjust bank angle (too obvious probably)
2) Assuming a jet (without the prop wash affecting lift over wings and rudder): adjust speed to adjust turn radius

Just assume a standard SEP.

If the aircraft is slipping (towards the centre of the turn), then it is moving into a smaller turn radius. This occurs when the actual turn radius is greater than the radius which would give a balanced turn at the existing TAS and angle of bank.

If we look at the equation for a balanced turn:

Turn radius = TAS squared / g TAN AOB

We can see that if the actual turn radius is too large (causing us to slip into a smaller balanced turn radius) then we need to increase the TAS and/or decrease the AOB until the balanced turn radius is equal to our actual turn radius.

Change the power setting....Brit-/us+

Don't understand the question!

How can I be "In steady fight" while at the same time in a "slipping turn to the left"?!? Surely I'm either in steady flight or in a slipping turn!

In any case, if I want to correct a sideslip I need to cause a yaw, if I'm not allowed to use the rudder for that I can change power (either RPM or MAP or both) or I can change speed (by letting the aeroplane descend or climb while maintaining the same turn and power settings. I suppose I could also cause some asymmetric drag by opening a door or window.

C'mon Bose, give us a clue! What's the reason for the question?

3 Point

No reason, it's just a bit of fun. ;)

What engine (i.e. clockwise of anti-clockwise prop)?

Either reduce bank - to match rudder position, or adjust RPM (can't say up or down 'cos I don't know direction of prop rotation).

OC619

See#5.... OC619/3Pt

Striaght flight and constant alt. X controls and ball out of balance, not very aerodynamic efficiency.
My answer would be power and ailerons. Power causes yaw, and ailerons for banking.

N.dave

Land. Move the very heavy tool box that appears to be causing the problem?


If landing is not allowed check for a tank imbalance or try flying from the P2 seat?

Remove the outside aileron you're holding, and reduce power (for CW turning prop as viewed from cockpit). Was going to try and be clever and say what to do if inverted, but my brain hurt too much.
Is adjusting rudder trim "using rudder", or are you just on about the pedals?

Sapper, not on about anything. Just threw it open for a bit of fun. All ideas are welcome.

Getting students (or even pilots) to actually use their feet, especially in co-ordination with other controls, can be quite difficult so, unless we are talking about an emergency (jammed controls), I really don't like this question. Especially as, in such an emergency, the primary concern should not be on maintaining perfectly balanced flight but rather on how to land safely.

Getting pilots to use their feet isn't that difficult. Most training aircraft mask adverse yaw rather well if you fly like a sissy, and if you use little aileron (ie move the yoke about 10-20° from neutral) it's quite hard to pick up on.

I simply show them by looking out front, rolling to around 30° AoB to the left and then right and using your feet with aileron, in order to stop the nose moving the opposite way as you roll. Practice left/right continuously while keeping the nose on a point, and the airplane should react like its on rails and just roll side to side without turning. To actually turn, you roll in the same way, with coordinated rudder, neutralise everything once you're at the AoB you want, and fly the turn with neutral aileron and rudder (there's no aileron input, so no adverse yaw). When you GET TO THE POINT/HEADING you want, you roll out co-ordinated on that point. None of this 10° early crap letting adverse yaw finish your turn off.

While climbing, you hold a bit of (usually right) rudder to keep coordinated. This can be seen by looking out front again. In a left climbing turn, you release a bit of the right rudder as you roll in, then reapply it once in the turn to counteract the left turning tendencies again. I don't make a huge point of looking at a stupid little ball, when you can get a better feel by looking out of the window and feeling whether you are sliding side to side in your seat. Then you get a nice warm feeling when you're students fly nice and coordinated, and they keep the ball in the middle without even looking at it.

The problem lies with people knowing they need to use rudder, but not what to do with it... So they just hold some rudder in the direction of a turn and think they are proper stick and rudder types as they slide around the sky holding opposite aileron to stop the over-banking they are causing themselves. Amateurs!

1/ Open a window

2/ Swap seats

It's a twin. Shove up a bit of power on the left.

Pee in a bottle. Leave cap off. Place on glare shield.
Co-ordinate controls or cop the consequence.

The turn is coordinated. The slip indicator is out of rig. Loosen the screws around the TC and rotate it until the slip indicator shows no slip.

Light aircraft are usually rigged to be 'in trim' during the cruise at a particular speed/power setting.

A slipping turn could be corrected by either increasing or decreasing power/speed, depending on the current power/speed setting.

Alternatively, enter a left turn and adjust power/speed/bank angle until the turn is coordinated.