You guys are talking about airplanes. You have to think about all the other
factors associated with engines, like "p" factor and torque, and then wing
wash in and out, offset rudder, etc. Then consider the differences in
shallow, medium and steep turns (please look up the definitions, if it's
unclear) where control forces are again difference. It is helpful to take
some glider lessons which removes some of these variables.

In an airplane, holding top rudder in a turn was probably not your
imagination. In one direction this is normal and you can experience it also
in one end of the Lazy eight exercise. I think it is also a commercial
written exam question and It will almost certainly come up on the commercial
oral. Hint: Think "P' factor, low speed, high angle of attack, high power
setting. I'll leave it to you guys to discuss this further.

--
BobF.
"Roger" wrote in message
news
On Sat, 15 Mar 2008 22:57:41 -0700 (PDT),
wrote:

Not enough rudder and the nose will drop in the turn. so you add
rudder to raise the nose and you feel like you are pressed against the
lower side of the plane which is now slipping down hill.


Are you sure?

I phrased tht badly but it is an anology. Stick with the car on the
sliper y road:-))


I think the more bottom rudder you give in a turn, the more the nose
will appear to move lower against a given horizon. All the rudder does
is pull the plane around an axis from ear-to-ear. So if you give too
much bottom rudder, the nose will appear to drop in a turn. If you
give top rudder, you'll have the nose "rise" against the turn.

The classic case of skid is when too much bottom rudder is given, the
nose swings around the ear-to-ear axis, yawing past coordinated turn;
and if the pilot pulls back on the elevator to "raise" the nose back
up, it increases AoA, things could be getting dangerous ...
Roger Halstead (K8RI & ARRL life member)
(N833R, S# CD-2 Worlds oldest Debonair)
www.rogerhalstead.com