Confusion about when it's my navigation, and when it's ATC

BDS writes:

Staying within the context of this discussion vis-a-vis rudder input alone
and your statement above, can you describe when it does and does not affect
flight path and in which aircraft this is true? What are the number of
different effects it can have and what situations do they occur in.

There are many different possibilities. In the experiment suggested
to me, I held the wings level (via the autolevel function of the
autopilot), applied full right rudder, and the aircraft yawed and
gradually changed heading. The ground track was a segment of a circle
(depending on how long I held the rudder). Supposedly MSFS can't do
this, but it did.

Adjusting the rudder yaws the aircraft. In ordinary level flight,
this will tend to cause the aircraft to enter a turn. The asymmetric
lift resulting from the yaw will tend to push the aircraft into a bank
in the same direction as the rudder is turning the aircraft, and
aerodynamic forces on the rest of the aircraft will assist this.

The rudder can also be used to compensate for other forces acting
about the yaw axis. It can be used to compensate for crosswinds or
engine torque. It can be used to establish and maintain coordinated
turns. And so on.

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"Mxsmanic" wrote in message
...

There are many different possibilities. In the experiment suggested
to me, I held the wings level (via the autolevel function of the
autopilot), applied full right rudder, and the aircraft yawed and
gradually changed heading. The ground track was a segment of a circle
(depending on how long I held the rudder). Supposedly MSFS can't do
this, but it did.

Well, then that conflicts with what another poster said which I believe was
that MSFS allowed you to yaw the nose without any heading change.

BDS writes:

Well, then that conflicts with what another poster said which I believe was
that MSFS allowed you to yaw the nose without any heading change.

Yes, it does.

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Mxsmanic wrote:

BDS writes:


Staying within the context of this discussion vis-a-vis rudder input alone
and your statement above, can you describe when it does and does not affect
flight path and in which aircraft this is true? What are the number of
different effects it can have and what situations do they occur in.


There are many different possibilities. In the experiment suggested
to me, I held the wings level (via the autolevel function of the
autopilot), applied full right rudder, and the aircraft yawed and
gradually changed heading. The ground track was a segment of a circle
(depending on how long I held the rudder). Supposedly MSFS can't do
this, but it did.

Adjusting the rudder yaws the aircraft. In ordinary level flight,
this will tend to cause the aircraft to enter a turn. The asymmetric
lift resulting from the yaw will tend to push the aircraft into a bank
in the same direction as the rudder is turning the aircraft, and
aerodynamic forces on the rest of the aircraft will assist this.

The rudder can also be used to compensate for other forces acting
about the yaw axis. It can be used to compensate for crosswinds or
engine torque. It can be used to establish and maintain coordinated
turns. And so on.



You still haven't listed one time when the rudder does not change flight
path.

Newps writes:

You still haven't listed one time when the rudder does not change flight
path.

A forward slip.

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Mxsmanic wrote:

Newps writes:


You still haven't listed one time when the rudder does not change flight
path.


A forward slip.


BZZT, try again.

Newps writes:

BZZT, try again.

Which flight path is followed in a forward slip?

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Mxsmanic wrote:
Newps writes:


BZZT, try again.


Which flight path is followed in a forward slip?

Irrelavant. The point is my dear clueless wonder is that the flight
path is altered by the rudder.

Newps writes:

Irrelavant.

It's highly relevant, and it proves my point.

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