If the aircraft were in a bank it would be apparent that lift did not act directly opposite to the weight, rather it now acts in the direction of the bank. For the aircraft to remain level, the vertical component of lift must be equal and opposite to weight. For that, more Horizontal component/Centripetal force apply, more vertical component are require to main the level turn. Pitch can be help during a level turn.
When Centrifugal force is larger than Horizontal component, aircraft’s nose will tend to point inside of the turn
You can expect to see the balance ball will roll outside of the turn, simply “Step on the ball” by apply rudder to correct it.
In this example, you can apply right rudder to correct it to maintain the angle of turn.
When Centrifugal force is smaller than Horizontal component, aircraft’s nose will tend to point outside of the turn
You can expect to see the balance ball will roll inside of of the turn, simply “Step on the ball” by apply rudder to correct it.
In this example, you can apply left rudder to correct it to maintain the angle of turn.
Skidding turn is more danger than Slipping Turn
Skidding turn will have a over-banking tendency which will lead the aircraft into a undesired situation,
Here's a common scenario: You're turning left base to final, but you're going to overshoot the runway. What do you do? Here's what you absolutely shouldn't do: You add left rudder to tighten the turn, but you don't keep the bank and rudder coordinated - putting the airplane into a skid.
You’re slow, you put the aircraft into skidding turn, which increase load factor, then increase stall speed, inner wing may stall during the skidding turn, which lead to spin, and you are on 700ft AGL, which is hard to recover.
For that, the answer is : don't use rudder to tighten a turn.
That’s it for today 😉
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