the displacement of a turn coordinator during a coordinated turn will

To correct this, you need to deflect the aileron against the bank. @HUB: No, on an airplane with hydraulic actuation the actuators are by design strong enough to hold the rudder at any position within the envelope (full deflection up to vA, 1/3 deflection at vD). To maintain a turn, at least some control force is required.Originally my question was about some light aircraft (e.g. IFH: What changes in control displacement should be made so that “2” would result in a coordinated standard rate turn?

A) indicate the angle of bank. A pilot could engage and disengage the yaw stabilization mode.

The whole wing is moving at the same angular velocity, but centrifugal acceleration is the product of the square of the angular velocity and the radius of your motion. The yaw computer got its signal from a lateral accelerometer, and movement of the rudder pedals placed this signal on hold. The consequence of that is a yawing moment which needs to be corrected with rudder deflection.Once your ailerons are neutral, this yawing moment goes away, but now your airplane is in a constant yawing motion which increases airspeed on the outer wing and swings the tail around, so your vertical tail sees some sideslip even if your ball is centered. So are qualified instructors. The yaw stabilization mode provided coordinated turns, with an aileron-rudder interconnect, and provided up to 5 degrees rudder trim in either direction. I had a launch, and was on my way out to the flight deck. Stack Exchange network consists of 177 Q&A communities including By using our site, you acknowledge that you have read and understand our Aviation Stack Exchange is a question and answer site for aircraft pilots, mechanics, and enthusiasts. In other words, it will move to the outside of the turn in a skid, and to the inside of the turn in a slip. You get higher TAS in warmer, thinner air because of less parasitic drag.The turn coordinator indicates the rate of turn, which ↑’s with bank and ↓’s with higher speed.Pressure altitude is the altitude read on your altimeter when the instrument is adjusted to indicate height above the standard datum plane.

Here are two effects which go against each other, so again the details depend on the particular aircraft.

site design / logo © 2020 Stack Exchange Inc; user contributions licensed under The displacement of a turn coordinator during a coordinated turn will Indicate the angle of bank. The airplane will remain at the selected bank By clicking “Post Your Answer”, you agree to our To subscribe to this RSS feed, copy and paste this URL into your RSS reader. (Refer to Figure 8.) has much less built in "righting" properties and there for will much more readily hold a bank when rolled, hence the term "bank and yank" (elevator).Rudder does generally help coordinate the turn as the faster outside wing has more drag. The rudder would only tend to be very slightly offset during a feet-off-rudder turn, since the vertical fin tends to streamline itself to the airflow.I'm not sure I agree with the statement that an aircraft will remain in a turn with neutral aileron; I would expect any airframe designed for "positive stability" will tend to roll out of a turn on its own, if only slowly. There are 8 operational modes:The operation of the AFCS required both electrical and hydraulic power. One must always remember, though, that automatic systems are often clever by one half.How much rudder input you need during a turn depends on the aircraft. Is airflow strong enough to override hydraulics that is holding the rudder in "straight" position after the pilot returns pedals to neutral position and releases any pressure on them? As previously noted, once airborne you kept your feet off the pedals. Yellow slips were, "Hey, keep an eye on this. A. indicate the angle of bank.

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