On Mar 16, 3:44 pm, wrote:

I'd say that the rudder controls yaw, period.

You can change heading using the rudder. I've done it (hah, especially
a lot as a student trying to practice power on stalls), and it stands
to reason considering the force vectors acting on a fuselage that is
yawed into the relative wind. I've never tried to do what Bertie
describes though. But I will next time I'm up.

Nevertheless I follow the school that says the elevator is really the
main turn control (Langewiesche, Stowell, and many others).


Which makes a lot of sense.
It's just that numerous authors hold the theory that if the left
vector is angled, the direction of flight is altered and the fin
points the nose in the new direction. And as I said, some airplanes
are so "well" designed (read: simple to fly) that no rudder input is
needed at all to keep the ball centered while going into the turn, or
keeping it there once established in the turn. Aileron geometry is
such that adverse yaw is completely eliminated. Elevator is still
necessary to counter the nose-drop as drag piles up, and there's no
argument from me that it contributes to the turn, especially a steep
turn.
I can just imagine that some clever engineer will soon design
an airplane that needs no elevator input in a turn. The R182
(colloquially known as the 182RG) is already a really tame airplane in
a steep turn; I don't know how they did it, but steep turns in it are
so easy, with an absolute minimum of back pressure. And that's with a
forward CG, too.

Dan