Is rudder required for coordinated turns?

B A R R Y wrote:
Is this the same as "differential" ailerons, more "up" travel than "down"?

Nope. An illustraion of a friese aileron is he

http://en.wikipedia.org/wiki/Adverse_yaw

"Peter Dohm" wrote in message
...
Most of us were taught that the
low end of the airspeed envelope is hazardous and to be avoided in flight,
with the result that very few powered airplane pilots maintain proficiency
in very slow flight.

Probably true, but (as with everything else in the PP PTS) we're taught that
we *should* practice slow flight (just above stall speed) on occasion (if
for no other reason than to be able to recognize and properly respond to
very low airspeed should we inadvertently find ourselves in that situation
during normal flight).

--Gary

Most of us were taught that the
low end of the airspeed envelope is hazardous and to be avoided in
flight,
with the result that very few powered airplane pilots maintain
proficiency
in very slow flight.

Probably true, but (as with everything else in the PP PTS) we're taught
that
we *should* practice slow flight (just above stall speed) on occasion (if
for no other reason than to be able to recognize and properly respond to
very low airspeed should we inadvertently find ourselves in that situation
during normal flight).

--Gary


Hangar flying is not statistically usefull, but annecdotal evidence suggests
that more of us *should* practice slow flight, including turns and
configuration changes, at a safe altitude.

However, you're right and I was wrong to imply a statistic that can't be
documented.

Peter

Bob Moore wrote:
Mxsmanic wrote
At least on the 737-800, the yaw damper can be turned on or off at
pilot discretion.

Turned ON and OFF...Yes, but hardly at the pilot's discretion.

I have no 737 experience,


Don't feel bad.... neither does he.




--
Mortimer Schnerd, RN
mschnerdatcarolina.rr.com

Anno v. Heimburg wrote:
B A R R Y wrote:
Is this the same as "differential" ailerons, more "up" travel than "down"?

Nope. An illustraion of a friese aileron is he

http://en.wikipedia.org/wiki/Adverse_yaw


THANKS!

"B A R R Y" wrote in message
m...
In addition, many airplanes are designed with Frise type ailerons, which
also reduce adverse yaw by creating extra drag on the up-deflected
aileron (to balance the drag on the down-deflected one).

Is this the same as "differential" ailerons, more "up" travel than "down"?

Well, no. As Anno posted, it's something different.

Interestingly, the post to which I replied was specifically talking about
"differential" deflection, and my post specifically said "in addition". I
think maybe the answer to your question could have been had through more
careful reading.

Pete

Peter Duniho wrote:

Interestingly, the post to which I replied was specifically talking about
"differential" deflection, and my post specifically said "in addition". I
think maybe the answer to your question could have been had through more
careful reading.

Or I possibly thought that the two weren't mutually exclusive and sought
more information.

Sorry I forced you to type an extra response.

Bob Moore writes:

Turned ON and OFF...Yes, but hardly at the pilot's discretion.

I don't know what the procedures say for the 737-800. I understand
that it isn't always on (not for takeoffs and landings).

I have no 737 experience, but the 727 has 2 rudders and 2 yaw
dampers. If just one of them fails, the pilot must descend below
30,000' and slow to a specified maximum speed, just in case the
other one should fail also.

One big difference is that the 727 had the split rudder, whereas the
737 (and successors) does not.

Here's an interesting but somewhat sensationalized article on
uncommanded rudder movements in the 737 (potentially blamed on the yaw
damper):

http://seattletimes.nwsource.com/news/local/737/part01/

This was in 1996; I'm not sure how things have evolved in the
following decade. It's not ideally relevant to this discussion, but
it's an interesting article (and a very long one).

I'm not sure why an inoperative yaw damper would be a no-go item, but
perhaps the unusual characteristics of the 727 made it so (?).

--
Transpose mxsmanic and gmail to reach me by e-mail.

"Mxsmanic" wrote in message This was in 1996; I'm not sure how things
have evolved in the
following decade.

Procedures were changed for flap/slat extension speeds and the YD actuators
were redesigned.

I'm not sure why an inoperative yaw damper would be a no-go item, but
perhaps the unusual characteristics of the 727 made it so (?).

The 727 wasn't unusual in that respect. It's a characteristic of swept wing
aircraft.

D.

Thomas Borchert wrote:

Have you compared realism settings yet? Also, in the bigger aircraft,
the ball will move less.

I have the realism settings set to maximum.

As long as the yoke also has engine controls, I'd say yes, it's worth
it.

My Christmas list is growing like a tapeworm... g

Marc